Anti seize on wheel nuts is a much different affair from spark plugs. That wheel is rotating. The head is not, and there are no radial loads on the spark plug. The weight on the wheel nuts therefore also rotates, and it tends to try to loosen the nut in the same direction as wheel rotation. This is why many cars and light trucks once had left-hand threads on the left wheels. It was common on Chrysler and International vehicles, among others. Heavy trucks still use left-hand threads on the left wheels. The geometry of this is rather confusing, and I can't find an online animation of the principle, but it's real and it's there. Just imagine the load traveling clockwise around that nut as the wheel rotates counterclockwise, and see that any deformation of the wheel's tapered conical nut seal that happens during loading will create a tiny bit of slop that will act like an internal ring gear on a spur gear within it and it rotate that nut counterclockwise. So LH nuts on the left side will tend to tighten and stay that way. RH nuts on the RH side will also tighten and stay tight. Once RH nuts on the LH side work even a bit loose, things can come apart quickly.