B767-300 and 300 ER
Maintenance Avionics; Maintenance Powerplant; Maintenance Airframe
Maintenance Lead Technician 3; Maintenance Technician 24
Communication Breakdown; Confusion; Situational Awareness
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
General Maintenance Action
Procedure; Manuals; Logbook Entry; Incorrect / Not Installed / Unavailable Part; Human Factors; Aircraft; Company Policy
A B767-300 aircraft was out of service due to #2 engine bleed issues. Grave shift had swapped the Pressure Regulating Valve (PRV) and the High Pressure Shut-off Valve (HPSOV); however; they were no help. Grave shift Lead Mechanic then ordered a PRV controller. Controller [was] not in stock in ZZZ; so the out of service desk procured a controller from another air carrier in ZZZ.Technician installing [HPSOV] controller mentioned that controller that came off was a XXX-16 and the installed replacement controller was a XXX-15. I said that I would verify part effectivity. However; immediately after installation; we ran the engine and had to continue troubleshooting due to fault not clearing completely. I did not verify the part number after that point. Two days later; I was informed that the controller that was installed was the incorrect part. The correct part was installed by ZZZ1 Company Maintenance approximately two days later. Although I did not install the controller and did not short-sign the logbook; I will take complete responsibility for the incorrect part being installed.
Reporter stated they needed a High Pressure Shut-off Valve (HPSOV) controller for the #2 engine; a PW 4000 engine; with a Part Number ending with -16. The Technician; who installed the replacement controller; noted that the Part Number for the controller borrowed from another Air Carrier ended with a -15 number. The Illustrated Parts Catalog (IPC) effectivity was difficult to interpret and only later did they realize the -15 controller that was installed; came from a GE CF-6 engine. Both controllers have identical Part Numbers except for the dash number differences and both controllers are physically interchangeable.
While troubleshooting a right engine [pneumatic] bleed problem; it was determined that the PRV controller needed to be replaced. The aircraft was located at the run-up parking area at the hangar and the part number was researched by the aircraft Coordinator and Lead Technician. The controller was not in stock at ZZZ and was obtained from another air carrier. The part arrived and I noticed that the part number was not the same [as the part number] I removed. I contacted my Supervisor and was told that it was a good part for the aircraft. I installed the PRV controller on the right engine. The fault with the right engine bleed remained and we continued with the troubleshooting. After replacing a right pressure sensor that was faulted by the Air Supply Module (ASM); the discrepancy remained. I then turned over the aircraft to the next shift. When I got home I realized that I had not deferred the borrowed part in the logbook and called the Swing Shift Lead. I was told that it would be entered. It was not entered.
A Lead Mechanic and Line Mechanic were informed that a High Pressure Shut-off Valve (HPSOV) controller borrowed from another air carrier was not effective for the PW-4000 engine on their B767-300ER aircraft. The borrowed controller came from a GE CF-6 engine; but was physically interchangeable.