M-Torque Asset Management Solution

Designed for demanding environments: To schedule and track safety critical maintenance.


Originally designed for Aeronautical Ground Lighting use, M-Torque provides a rigorous approach to the maintenance of fittings subject to shock and vibration and therefore requiring scheduled checks as part of an overall safety regime.

M-Torque is an inspection and maintenance tool that in the context of Airfields supports compliance with international standards. It incorporates a work scheduling and reporting tool that may be operated independently or integrated with an asset management system and identifies fitting, location, actions and results. Storing this information in a local or Cloud database to provide an audit trail of activity. mtorque pc 175
M-Torque was developed following a number of incidents where lights had become dislodged through loosening of the retaining bolts or studs as the result of shock and vibration. This technology is applicable to many environments where fittings or structures need scheduled checks of fasteners to maintain their safety integrity.


M Torque Capabilities

  • Identify fittings and their settings via a unique RFID tag and GPS location;
  • Establish an auditable process which demonstrates that individual assemblies have been inspected and maintained;
  • Check fasteners using a calibrated torque wrench automatically set to the appropriate torque for the fastener;
  • Replace paper recording methods with an accurate digital solution;
  • Provide the maintenance team with a means to demonstrate safe operation;
  • Reduce fastener related incidents.

The system database can be hosted locally or Cloud based.

Stretcher Bar


5.9 We stated in our July 2002 progress report that the direct cause of the derailment was a catastrophic failure in points 2182A. The full technical investigation that we have described has now established four main factors that contributed to the failure of points 2182A - see Figures 4 to 15: the poor condition of the backdrive and other components; the loss of nuts from the right-hand end of the rear stretcher bar; the loss of nuts from the left-hand end of the front stretcher bar; and the fracture and disengagement of the lock stretcher bar. Extract from the TRAIN DERAILMENT AT POTTERS BAR 10 MAY 2002 report.