A BAE146 was dispatched and operated with the incorrect model APU fuel control solenoid.

Attributes
ACN	425481
Time
Date	199812
Day	Thu
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : zzz
State Reference	US
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Light	Daylight
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	BAe 146 Undifferentiated or Other Model
Navigation In Use	Other Other
Flight Phase	other
Flight Plan	None
Person 1
Affiliation	company : air carrier
Function	other personnel other
Qualification	other other : other
ASRS Report	425481
Events
Anomaly	aircraft equipment problem : less severe non adherence : published procedure non adherence : far
Independent Detector	other other : unspecified
Resolutory Action	none taken : detected after the fact
Consequence	Other
Supplementary
Air Traffic Incident	other

Narrative:

The APU inlet duct required changing due to duct collapsing because of air flow. To change the inlet duct the APU had to be removed and reinstalled. During operation and leak checks, fuel was noted leaking from the body of the APU solenoid valve. The first 6 digits of the solenoid valve part number were readable. I entered these numbers in the computer, a dash 6 solenoid valve came up. I installed this valve, not knowing that there was a dash 17 valve, which is called out in the ipc for this model APU. The valves are physically the same valve. We have different series aircraft which have the same model APU, but a different series (gtcp 36-100), which requires the dash 6 valve. I had been on duty almost 12 hours at this time, but I don't think this was a factor. The wrong installation was discovered when paperwork was reviewed. It operated normally and caused no problems to the APU or aircraft. The APU was MEL'ed until a correct solenoid valve could be installed.

Original NASA ASRS Text

Title: A BAE146 WAS DISPATCHED AND OPERATED WITH THE INCORRECT MODEL APU FUEL CTL SOLENOID.

Narrative: THE APU INLET DUCT REQUIRED CHANGING DUE TO DUCT COLLAPSING BECAUSE OF AIR FLOW. TO CHANGE THE INLET DUCT THE APU HAD TO BE REMOVED AND REINSTALLED. DURING OP AND LEAK CHKS, FUEL WAS NOTED LEAKING FROM THE BODY OF THE APU SOLENOID VALVE. THE FIRST 6 DIGITS OF THE SOLENOID VALVE PART NUMBER WERE READABLE. I ENTERED THESE NUMBERS IN THE COMPUTER, A DASH 6 SOLENOID VALVE CAME UP. I INSTALLED THIS VALVE, NOT KNOWING THAT THERE WAS A DASH 17 VALVE, WHICH IS CALLED OUT IN THE IPC FOR THIS MODEL APU. THE VALVES ARE PHYSICALLY THE SAME VALVE. WE HAVE DIFFERENT SERIES ACFT WHICH HAVE THE SAME MODEL APU, BUT A DIFFERENT SERIES (GTCP 36-100), WHICH REQUIRES THE DASH 6 VALVE. I HAD BEEN ON DUTY ALMOST 12 HRS AT THIS TIME, BUT I DON'T THINK THIS WAS A FACTOR. THE WRONG INSTALLATION WAS DISCOVERED WHEN PAPERWORK WAS REVIEWED. IT OPERATED NORMALLY AND CAUSED NO PROBS TO THE APU OR ACFT. THE APU WAS MEL'ED UNTIL A CORRECT SOLENOID VALVE COULD BE INSTALLED.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.