AN EMB140 DISPATCH MEL REQUIRED THE ENG ANTI-ICE VALVE TO BE WIRED OPEN. THE WRONG VALVE; THE 14TH STAGE BLEED; WAS WIRED CLOSED.

Narrative

FLT WAS DISPATCHED WITH MEL 30-119; ANTI ICE VALVE. HOWEVER; AFTER THE FLT IT WAS DETERMINED THAT THE MAINT TECH HAD NOT PROPERLY PREPARED THE ACFT IN COMPLIANCE OF MEL; EVEN THOUGH IT WAS SIGNED OFF. THE CONTRACT MAINT TECH IN ZZZ DID NOT SECURE THE CORRECT VALVE OPEN; AND IN FACT; SECURED A DIFFERENT VALVE CLOSED. DID HIS TEST AND SIGNED THE WRITE-UP OFF AS BEING IN COMPLIANCE WITH THE MEL; WHEN IT WAS NOT. DURING THE FLT; THE FO AND I BECAME SUSPICIOUS OF THE ACFT SYSTEM THAT HAD BEEN DEFERRED. ON DSCNT INTO DFW OTHER EICAS MESSAGES APPEARED THAT SHOULD NOT HAVE. ZZZ1 MAINT WAS NOTIFIED AND AN ADDITIONAL WRITE-UP WAS MADE. AFTER MAINT HAD LOOKED AT THE VALVES IN QUESTION; IT WAS DETERMINED THAT THE VALVE THAT SHOULD HAVE BEEN WIRED OPEN WAS NOT AND A DIFFERENT VALVE WAS IN FACT WIRED CLOSED. IF WE AS AN AIRLINE ARE GOING TO USE CONTRACT MAINT; PERHAPS THEY SHOULD HAVE SPECIFIC TRAINING ON OUR ACFT AND PROCS. CALLBACK CONVERSATION REVEALED THE FOLLOWING INFO: THE RPTR STATED THE PROB WAS THAT THE CONTRACT TECH WAS NOT ABLE TO RUN THE ENG AND IT WAS NOT OPERATIONALLY CHKED. THE TECHNICIAN RPTEDLY DID NOT HAVE THE EXPERIENCE OR TRAINING TO PERFORM THE MINIMUM EQUIP LIST SPECIAL PROC FOR WIRING THE ANTI-ICE VALVE OPEN. THE RPTR STATED THEY TOOK THE AIRPLANE ONLY TO FIND OUT INFLT THINGS WERE NOT RIGHT AS PULLING BACK THE THROTTLE REVEALED THE 14TH STAGE BLEED VALVE WAS NOT OPENING. THE RPTR STATED THAT WITH THE AIRPLANE ON THE GND AT A MAINT STATION; IT WAS CONFIRMED THE WRONG VALVE WAS WIRED CLOSED.