This quote is also from my addendum (supplement) to my first report.
This section documents one of the reasons even some of Boeing's critical production processes (such as the torquing of the bolts that hold the airplane together at the points that require the greatest strength connections) really are so ill defined that I had to ask the FAA to step in and define these critical processes for the safety of passengers, as noone else there did, for whatever reason (reading this site I think you can infer some reasons yourself that would be accurate). However, the FAA did not care about this item, as passenger safety (as I've seen) comes after protecting Boeing's and their own image, so they never investigated it and had Boeing fix this problem:
Is this (setting the torque wrench setting back to the lowest calibrated value when the wrench is not in use for a time) why they have us set the torque wrenches to 20% of the torque range between uses, because that is the lowest calibrated value of the wrench? What gives? Why don’t they just come out and say in the spec, "Do not use the bottom 20% of adjustable torque wrench setting ranges--that portion of the range is not calibrated and cannot be used on torques that require calibrated torque wrenches?" Or why doesn’t Cal Cert Vibro-Engrave off the lower 20% of the torque wrench range, obliterating it, as that part of the range cannot be calibrated? Your guess is as good as mine.
Process Specification Engineers and Cal Cert must (similarly to QA Management) not care much if we put out nonconforming product, as long as we make EPS (Earnings Per Share) targets. They should at least train us about this, and if it is O.K., give us the reason why we can use the uncalibrated part of the torque wrench to build (safety critical) product.
The Last Inspector