Narrative:

During the installation of the r-hand fan wheel assembly I used a dial torque wrench to check 3 of the old nuts that hold the wheel on for run-on torque. I used a calibrated torque wrench from the FBO where we were at and found that the 3 nuts had anywhere from 5-30 inch-pounds of run-on torque. I used the highest reading which was 30 inch-pounds and added it to my final torque of the fan wheel. I later realized that I could not use the FBO's torque wrench; and we did not have one with us. I also learned that we are not to reuse the old nuts; and must use new nuts. All of the used nuts that I did install were torqued to 440-460 plus the 30 inch-pounds. I decided that because the torque wrench was not company X's and the old nuts were used; that I needed to ground the airplane because the run-on torque was in question; and new nuts needed to be installed per the manual. While trying to avoid further aircraft delay; I chose to reuse the nuts and get the torque wrench from the FBO; this would help use return the aircraft to service quicker. I later had second thoughts on the run-on torque values as I reviewed the day's events in my mind. After much thought; I called my manager and told him to ground the airplane and replace the nuts. My manager removed the aircraft from service; and parts; tooling; and qualified personnel were dispatched to the aircraft. I was requested to return home to ZZZ.

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Original NASA ASRS Text

Title: AN EMB140 TECHNICIAN SENT OFF LINE FOR WORK ON THE R FAN DISC DID NOT BRING A CALIBRATED TORQUE WRENCH AND FAILED TO BRING THE REQUIRED NEW NUTS PER THE MAINT MANUAL.

Narrative: DURING THE INSTALLATION OF THE R-HAND FAN WHEEL ASSEMBLY I USED A DIAL TORQUE WRENCH TO CHK 3 OF THE OLD NUTS THAT HOLD THE WHEEL ON FOR RUN-ON TORQUE. I USED A CALIBRATED TORQUE WRENCH FROM THE FBO WHERE WE WERE AT AND FOUND THAT THE 3 NUTS HAD ANYWHERE FROM 5-30 INCH-LBS OF RUN-ON TORQUE. I USED THE HIGHEST READING WHICH WAS 30 INCH-LBS AND ADDED IT TO MY FINAL TORQUE OF THE FAN WHEEL. I LATER REALIZED THAT I COULD NOT USE THE FBO'S TORQUE WRENCH; AND WE DID NOT HAVE ONE WITH US. I ALSO LEARNED THAT WE ARE NOT TO REUSE THE OLD NUTS; AND MUST USE NEW NUTS. ALL OF THE USED NUTS THAT I DID INSTALL WERE TORQUED TO 440-460 PLUS THE 30 INCH-LBS. I DECIDED THAT BECAUSE THE TORQUE WRENCH WAS NOT COMPANY X'S AND THE OLD NUTS WERE USED; THAT I NEEDED TO GND THE AIRPLANE BECAUSE THE RUN-ON TORQUE WAS IN QUESTION; AND NEW NUTS NEEDED TO BE INSTALLED PER THE MANUAL. WHILE TRYING TO AVOID FURTHER ACFT DELAY; I CHOSE TO REUSE THE NUTS AND GET THE TORQUE WRENCH FROM THE FBO; THIS WOULD HELP USE RETURN THE ACFT TO SVC QUICKER. I LATER HAD SECOND THOUGHTS ON THE RUN-ON TORQUE VALUES AS I REVIEWED THE DAY'S EVENTS IN MY MIND. AFTER MUCH THOUGHT; I CALLED MY MGR AND TOLD HIM TO GND THE AIRPLANE AND REPLACE THE NUTS. MY MGR REMOVED THE ACFT FROM SVC; AND PARTS; TOOLING; AND QUALIFIED PERSONNEL WERE DISPATCHED TO THE ACFT. I WAS REQUESTED TO RETURN HOME TO ZZZ.

Data retrieved from NASA's ASRS site as of January 2009 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.