A line mechanic reports he was notified he had replaced the #2 engine fuel diverter valve with a val...

Narrative:

July 2009; I received first aircraft; then around XA30pm was given a swapped out A320-200 return to gate aircraft for 'fuel return valve stays open'. So I and mechanic 'X;' got with swing shift who told us what they had done; like verified that was the problem. Lead mechanic ordered part for aircraft. I pulled up the aircraft maintenance manual (amm); and started to remove the fuel divert valve. Mechanic 'X' worked an overnight then assisted later. Once (part) off; we saw that the last digit on part number (P/north) was different so I went in and checked effectivity; I thought that what I saw was the right part. So I installed P/north XXXX-75; and removed XXXX-76. Did a fadec bite test operations normal. Ran engine for leaks and faults; all checked normal. Did not find out about this problem until I got to work the next evening. I could not believe it.from what I was told; when (aircraft) was pushed back in ZZZ; pilot got a fuel heat return valve fault. Mechanic found it faulting #2 engine. Maintenance control checked P/north; found not to be effective for a V2500-A5 engine. This is all I know. So in ZZZ; mechanic installed a new diverter valve. Mechanic in ZZZ changed out part; took a delay. Maintenance control found part to be wrong P/north. Whoever orders part for any aircraft; make sure its the right effectivity. The illustrated parts catalog (ipc) can be trying at times.

Original NASA ASRS Text

Title: A Line Mechanic reports he was notified he had replaced the #2 engine Fuel Diverter Valve with a Valve not effective for an A320-200; resulting in the aircraft returning to the gate at a downline station for a Fuel Heat Return Valve fault.

Narrative: July 2009; I received first aircraft; then around XA30pm was given a swapped out A320-200 return to gate aircraft for 'Fuel Return Valve stays open'. So I and Mechanic 'X;' got with swing shift who told us what they had done; like verified that was the problem. Lead Mechanic ordered part for aircraft. I pulled up the Aircraft Maintenance Manual (AMM); and started to remove the Fuel Divert Valve. Mechanic 'X' worked an overnight then assisted later. Once (part) off; we saw that the last digit on Part Number (P/N) was different so I went in and checked effectivity; I thought that what I saw was the right part. so I installed P/N XXXX-75; and removed XXXX-76. Did a FADEC BITE TEST OPS NORMAL. Ran engine for leaks and faults; all checked normal. Did not find out about this problem until I got to work the next evening. I could not believe it.From what I was told; when (aircraft) was pushed back in ZZZ; Pilot got a FUEL HEAT RETURN VALVE FAULT. Mechanic found it faulting #2 engine. Maintenance Control checked P/N; found not to be effective for a V2500-A5 engine. This is all I know. So in ZZZ; Mechanic installed a new Diverter Valve. Mechanic in ZZZ changed out part; took a delay. Maintenance Control found part to be wrong P/N. Whoever orders part for any aircraft; make sure its the right effectivity. The Illustrated Parts Catalog (IPC) can be trying at times.

Data retrieved from NASA's ASRS site as of April 2012 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.

Attributes
ACN	843887
Time
Date	200907
Local Time Of Day	1801-2400
Place
Locale Reference	ZZZ.Airport
State Reference	US
Environment
Light	Night
Aircraft 1
Make Model Name	A320
Operating Under FAR Part	Part 121
Flight Phase	Parked
Component
Aircraft Component	Powerplant Fuel Distribution
Person 1
Function	Technician
Qualification	Maintenance Airframe Maintenance Powerplant
Events
Anomaly	Aircraft Equipment Problem Critical Deviation - Procedural Published Material / Policy Deviation - Procedural Maintenance

A line mechanic reports he was notified he had replaced the #2 engine fuel diverter valve with a valve not effective for an A320-200; resulting in the aircraft returning to the gate at a downline station for a fuel heat return valve fault.