A B737-200 AFTER TKOF DECLARED AN EMER AND DIVERTED WITH #2 ENG SHUTDOWN DUE TO HIGH OIL TEMP CAUSED BY THE FUEL HEAT VALVE OPEN.

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ACFT RETURNED TO FIELD (CREW DECLARED EMER) WITH R ENG SHUT DOWN DUE TO HIGH OIL TEMP. FUEL TEMP VALVE 'OPEN' LIGHT ILLUMINATED. ON PREVIOUSLY INBOUND FLT; ACFT HAD WRITE-UP THAT THE R ENG R ANTI-ICE VALVE LIGHT SHOWING VALVE OPEN. (ON LOOKING UP HISTORY; I FOUND 2 PREVIOUS ITEMS WRITTEN IN THE PAST 20 DAYS). I CALLED MAINT CTL FOR MEL ON THIS SYS. REQUEST WAS GRANTED AND I PLACED ACFT ON MEL 30-3B WHICH CARRIES SPECIAL PROCS WHICH CALL FOR DISCONNECTING CANNON PLUG FROM VALVE AND LOCKING VALVE IN OPEN POS. I DIRECTED THE MECH WORKING WITH ME TO THE VALVE AND INSTRUCTED HIM TO DEACTIVATE THE VALVE AS CALLED FOR WHILE I WENT TO COCKPIT AND CHKED INDICATION LIGHT AND COMPLETED MEL PAPERWORK. I RETURNED TO INSURE JOB WAS COMPLETED AS REQUIRED. I THEN HELPED CLOSE UP ENG. WHEN ACFT RETURNED TO FIELD; I THEN REALIZED I HAD DIRECTED THE MECH TO THE WRONG VALVE. INSTEAD OF DEACTIVATING THE R ENG R ANTI-ICE VALVE; WE HAD DEACTIVATED THE FUEL HEAT VALVE AND LOCKED IT IN THE OPEN POS. THIS ACTION CAUSED THE INFLT SHUTDOWN OF R ENG AS CREW FOLLOWED PROCS TO DEAL WITH HIGH OIL TEMP. AFTER REALIZING THE MISTAKE I HAD MADE; I THEN DIRECTED A DIFFERENT MECH (ACFT ARRIVED ON DIFFERENT GATE) TO REINSTATE THE FUEL HEAT VALVE AND I CHKED IT OUT MYSELF PLUS I OBSERVED THE JOB FIRST HAND. I THEN DIRECTED THE SECOND MECH TO THE CORRECT VALVE (R ANTI-ICE VALVE) AND COMPLIED WITH SPECIAL PROCS CALLED OUT FOR UNDER MEL 30-3B. ACFT REQUIRED OVERWT LNDG INSPECTION WHICH WAS ACCOMPLISHED WITH NO DISCREPANCIES FOUND. ALL LOGBOOK ENTRIES WERE MADE BY ME. SINCE I OBSERVED ALL WORK; I WAS COMFORTABLE WITH THIS.