A B767-300 WAS DISPATCHED TWICE IN NONCOMPLIANCE WITH THE NOSE LNDG GEAR STRUT ASSEMBLED INCORRECTLY CAUSING TWO DIVERSIONS WITH FUEL DUMPING; ONE EMERGENCY AND FLT CANCELLATION.

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THE NOSE LOWER CENTERING CAM WAS INSTALLED 180 DEG OFF CENTER WHICH CAUSED EICAS MSG FLAP CONFIG AND AURAL WARNING. AIRPLANE DIVERTED TO XXX WHERE MECHS FOUND CENTERING CAM 180 DEG OFF CENTER. TO PREVENT THIS FROM HAPPENING AGAIN I SUGGEST DIFFERENT KEY ALIGNMENT SLOTS ON KEY THICKNESS. FURTHER INFO FROM ACN 472579: THAT NIGHT R AND E'S REPLACED LNDG GEAR MONITOR CARDS AND THE ACFT WAS DISPATCHED ON 5/SUN/00. THE ACFT THEN DIVERTED INTO XXX WHERE THE MISTAKE WAS FOUND. WE REMOVED EXCESS PETROLATUM FROM THE SEALS TO GET THE CARRIER PINS ALIGNED THEN PROCEEDED TO LIFT THE CARRIER AND GLAND NUT INTO POSITION IN THE CYLINDER. THE CENTERING CAM RIDES ON TOP OF THIS ASSEMBLY AND I WAS TOLD BY A MECH WORKING THE JOB ALL DAY THAT IT WAS IN THE CORRECT POSITION. FURTHER INFO FROM ACN 472490: FLT TURN BACK TO ZZZ NEXT DAY FLEW OUT AND DIVERTED TO XXX WHERE THE PROB WAS FOUND. FURTHER INFO FROM ACN 472822: ON TKOF FROM ZZZ FLAP RETRACTION TO 1 DEG CAUSED CONFIG AND FLAP WARNINGS. ON APCH TO ZZZ CREW NOTICED AN UNCOMMANDED FLAP RETRACTION FROM POSITION 30 DEG TO 20 DEG. CAPT EXECUTED A GAR AND REQUESTED VECTORS TO DUMP FUEL. AT THIS TIME WE DECLARED AN EMER. FURTHER INFO FROM ACN 472821: FLT ABC DEPARTED ZZZ FOR WXW 5/SUN/00 AT XA35 LOCAL TIME. ACFT XYZ A B767-300. ON FLAP RETRACTION FROM 5 DEG TO 1 DEG CONFIG AND FLAP WARNINGS APPEARED. THE CREW CONTINUED THE CLIMB TO A SAFE ALTITUDE AND COMPLETED APPROPRIATE CHECKLISTS. WE THEN CONTACTED DISPATCH AND ACR 767 MAINT CTLR. AFTER EXTENSIVE ANALYSIS OF THE PROB IT WAS MUTUALLY AGREED BY CAPT; DISPATCH; AND MAINT CTL THAT THE FLIGHT SHOULD NOT CONTINUE TO DESTINATION BUT DIVERT TO THE NEAREST ACR MAINT FAC - XXX ARPT. THE CAPT RECEIVED CLRNC FROM ATC FOR DIRECT XXX AND CLRNC TO DUMP FUEL 250 NM E OF XXX. ACFT WAS TAXIED TO THE GATE TO DEPLANE PAX AND DEBRIEF XXX MECHANICS. CALLBACK CONVERSATION WITH THE RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE PREVIOUS SHIFT HAD A HARD TIME GETTING THE SEAL CARRIER INTO THE STRUT AND SECURING THE GLAND NUT. THE RPTR SAID EVERYTHING APPEARED OK AND THE NOSE GEAR WAS RETRACTED NORMALLY. THE RPTR SAID THE AIRPLANE RETURNED TO THE FIELD DUE TO FLAP CONFIG WARNING AND WAS WORKED THAT DAY AND SOME CIRCUIT CARDS WERE REPLACED BUT THE LNDG GEAR WAS NOT SWUNG. THE RPTR STATED ON THE SECOND DEP THE SAME FLAP WARNINGS WERE REPEATED AND THE FLIGHT DIVERTED TO XXX WHERE THE STRUT CENTERING CAM WAS FOUND INSTALLED 180 DEGREES WRONG. CALLBACK FROM ACN 472489: THE RPTR STATED WITH THE CENTERING CAM 180 DEGREES OUT THE STRUT COULD NOT EXTEND TO TRIGGER THE GND SENSING SENSOR AND MADE THE AIRPLANE APPEAR ALWAYS ON THE GND. CALLBACK FROM ACN 472490: THE RPTR SAID HIS ONLY CONTACT WITH THIS JOB WAS SERVICING THE STRUT WITH OIL AND NITROGEN AFTER THE SEALS WERE REPLACED AND THE STRUT CLOSED UP. THE RPTR SAID HE WAS THE PERSON WHO TAXIED THE AIRPLANE TO THE TERMINAL ON THE FIRST DISPATCH AND THE NOSE GEAR OPERATED NORMALLY IN ALL RESPECTS. CALLBACK FROM ACN 472821: THE RPTR STATED AFTER THE FIRST DIVERSION AND EMER INTO ZZZ THE AIRPLANE REMAINED OTS AND SOME GND SENSING CIRCUIT CARDS WERE REPLACED. THE RPTR SAID LATER IN THE DAY AFTER A REST PERIOD WE AGAIN DEPARTED AND EXPERIENCED THE SAME SITUATION OF FLAP CONFIG WARNING AND WE AGAIN DUMPED FUEL AND THIS TIME DIVERTED TO XXX. THE RPTR SAID NO CONSIDERATION WAS GIVEN TO RETURNING TO ZZZ DUE TO LACK OF CONFIDENCE IN THEIR ABILITY TO FIX THE PROB.