A Maintenance Controller and Maintenance Supervisor describe their involvement with a loaned; Non-ETOPS Pressure Regulating Shut-off Valve (PSROV) that was installed on the left engine of a B767-300ER ETOPS Category aircraft. The B767 returned to field due to lack of Engine Bleed Air.
Synopsis
A Maintenance Controller and Maintenance Supervisor describe their involvement with a loaned; Non-ETOPS Pressure Regulating Shut-off Valve (PSROV) that was installed on the left engine of a B767-300ER ETOPS Category aircraft. The B767 returned to field due to lack of Engine Bleed Air.
Narrative
I submitted a request for left [engine] Pressure Regulating and Shut-off Valve (PRSOV) for ZZZ Maintenance- workload schedule. Mr. Y asked if alternate part number was effective. I then looked up the item and notified Mr. Y and my Supervisor; Mr. X; that it looks like it was effective. Part was shipped from ZZZ1; Air Carrier Y's Stores; [the Loaner] part was received in ZZZ approximately XA:15pm local [time] and installed. I am not sure if ZZZ Maintenance verified the Illustrated Parts Catalog (IPC) before installation. I was notified three days later by my Supervisor; MR. Y; that the wrong part was installed. While removing the Loaner PRSOV - it was noticed that the wrong Effectivity part was installed and replaced with the correct Effectivity part. The B767-300 returned to the blocks in ZZZ due to Bleed light displayed on Overhead Panel-(no engine pneumatics); [but] required for ETOPS service. BITE test indicated left PRSOV- Incorrect part was found during replacement of Left PRSOV loaner part - Correct part has been installed. I would suggest when an ACFT is in an Aircraft On Ground (AOG) situation; the Station with the AOG situation should submit the part number they want - also maybe when looking up correct Effectivity; it should be double checked by a Manager or Supervisor.
Second reporter narrative
Flight returned to gate at XA:40am local time and I was informed the left engine had no Bleed Air coming [from engine] after selecting on the Overhead Panel. I bit [performed BITE Test] the Pneumatic Controller and found the PSROV had faulted. I informed Maintenance Control of this and we tried to exercise [physically move/rotate] the valve plate to see if it was stuck and found it OK. I bit the Pneumatic Controller again and the same results were found [PSROV had faulted]. I informed Maintenance Control and asked the Gate Agents to deplane the passengers; as well as asked Maintenance Control to get a PSROV valve coming to my station. I was informed the valve was coming from ZZZ1 and would not arrive until later that day. Mechanic Y and I began the removal of the [PSROV] valve and started looking over the engine for other possible causes and could find no obvious leads. Maintenance Control was helping to isolate the cause while the part was in transit. The part arrived in ZZZ at XA:00pm that day and was installed in the aircraft and the job was completed at XB:00pm. The Bleed Air was non-functioning still. After the PSROV valve was replaced and it did not fix the aircraft; we moved on to other valves and areas of the engine that affect the bleed air system of the left engine. The PSROV was OK for use in the aircraft but not OK for use as an ETOPS part. I received a call from my Manager informing me that the PRSOV installed on the B767-300ER was not an ETOPS acceptable part for the aircraft. I was hoping to get the plane out on the flight that same day and rushed to install the new [Loaner] part received from Air Carrier Y [in ZZZ1]. I failed to ensure the part received was an ETOPS acceptable replacement for the removed one by finding compatibility in the Boeing Illustrated Parts Catalog (IPC). During the event I was receiving numerous phone calls from various personnel in ZZZ; ZZZ1; ZZZ2; and ZZZ3. I do not know if these distractions were a factor or not; as all factors are a part of the cause; [as was] my failure to ensure the part was OK to be used on an ETOPS aircraft for ETOPS flight.A better way to check if something is approved for ETOPS operation; rather than finding the part in the IPC; such as having the FAA-8130 Serviceable Parts Tag being different in color or having a stamp; listing the part as an ETOPS part.
More incidents for this aircraft family →
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.