MECH FAILED TO RECONNECT ALL CONNECTORS AFTER CLOSURE OF A BLEED AIR VALVE WHICH BECAME INOP RESULTING THE EGT AND THE ENG FIRE WARNING SYS BECOMING INOP AND THE ACFT FERRIED TO A MAINT BASE FOR REPAIR.

Narrative

FLT PLAN NUMBER; A B737-500; RPTED L ENG PNEUMATIC BLEED SYS WAS INOP. AIRPLANE LANDED AT OKC AND AN ITEM WAS ENTERED TO RENDER THE #1 BLEED PRESS REG AND SHUT-OFF VALVE TO THE CLOSED AND LOCKED POS PER MM 36-11-15. LCL FBO WAS CALLED FOR A MECH TO INOP THE VALVE CLOSED. ALL PERTINENT INFO; MAINT MANUAL; PICTURES AND DIAGRAMS WERE FAXED TO OKC TO ASSIST THE LCL MECH. LCL MECH RPTED RECEIVING THIS MATERIAL. THE PROC REQUIRES MECHANICALLY LOCKING VALVE CLOSED AND DISCONNECTING A ELECTRICAL CONNECTOR FROM THE REMOTELY MOUNTED PRESSURE REGULATOR. MECH RPTED JOB WAS COMPLETED AND SIGNED OFF. AT ENG START FOR TRIP DEP THE CREW RPTED #1 ENG EXHAUST GAS TEMP INDICATOR INOP. MECH WAS REQUESTED TO RECHK THE CONNECTOR. HE DISCONNECTED AND TIED BACK. A PRIMARY ENG DISPLAY WAS REPLACED WITH NO HELP. MECH WAS REQUESTED TO RECHK THE EGT WIRING HARNESS FOR DAMAGE. HE RPTED NONE FOUND. I REQUESTED HIM TO CHK THE LOOP FOR CONTINUITY WITH AN OHMMETER BUT WAS TOLD HE WOULD NEED AN AVIONICS TECHNICIAN TO ACCOMPLISH THIS TEST. I ELECTED TO MAINT FERRY THE AIRPLANE TO DEN. DEN MECHS FOUND THE WRONG CONNECTOR DISCONNECTED AND TIED BACK; THIS CONNECTOR RENDERED THE PNEUMATIC SYS; EGT SYS AND FIRE WARNING SYS INOP. THE PICTURES; MANUAL DESCRIPTIONS I BELIEVE WERE ADEQUATE TO AVOID THIS SIT. HOWEVER I SHOULD HAVE REQUESTED THE MECH TO RECONNECT THE CONNECTOR AND RETEST THE EGT!