Date: 201310
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Compressor Bleed Valve
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Confusion; Distraction; Situational Awareness; Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
Contributing factors: Human Factors; Incorrect / Not Installed / Unavailable Part; Aircraft; Manuals; Staffing
Primary problem: Manuals

Narrative: October 2013; Maintenance noticed upon powerup of a CRJ-200 aircraft; Aircraft X; that the 10th Stage Bleed Air Shutoff valve was stuck open. Maintenance wrote up the discrepancy in the logbook and due to an extremely busy work day with numerous write-ups (resulting in mandatory overtime); [I] was pulled off of the project to troubleshoot another aircraft with a bleed air issue. I had just completed maintenance on another aircraft when I was assigned to takeover this project on Aircraft X by the Lead Mechanic on duty. He handed me the Serviceable valve to install and mentioned that the previous Mechanic had already troubleshot the system; verifying the part in my hand needed to be installed. The Part Number (P/N) of the valve was obtained by the other Mechanic previously working on the aircraft; and he had listed the part numbers on a piece of paper as P/N XXXX-1; -2; and -3. The Lead Mechanic had ordered the valve P/N XXXX-3 for the Right-Hand (R/H) 10th Stage position; and I proceeded to look up and print the CRJ-200 Aircraft Maintenance Manual (AMM) and Illustrated Parts Catalog (IPC) to verify the correct P/N and Effectivity. The CRJ-200 IPC 36-11-00; Figure-1; Page-2 and -3 show four separate shutoff valves back to back with the same part numbers except for different Dash numbers at the end. P/N's XXXX are listed consecutively with the Dash numbers as follows: -1; -2; and -3. All are labeled 'valve; shutoff'. The P/N removed from the aircraft was a Dash 2 (-2); and the part ordered/installed was a Dash 3 (-3). The IPC labels each part description back to back as a 'valve; shutoff' with the same part number; but different dash numbers. Typically; the latest and higher dash numbers mean the latest modifications have been performed; resulting in the greatest reliability. This is why I chose to use the -3 part handed to me. I also verified the Part Number was 'Effective' for the Aircraft Serial Number (S/N) XXXX; with the verbiage 'valve; shutoff'. The point where I made the mistake was not noticing the item number of the part listed in the IPC changed from [item number] 55 to 57 (reference IPC 36-11-00 Figure-1 Page 2-3); and in the verbiage listed under the description of the Shutoff valve name; stating the following: (use XXXX-3 as an Isolation valve only). Why can't the valve name in the description reflect 'Isolation Valve' instead of Shutoff Valve? The verbiage listed in parenthesis below the part name usually reflects alternate P/N's allowed for the aircraft effective Serial Number; and possible weight and balance corrections; etc. Since the main part number listed XXXX-3 was effective for the serial number; I did not notice the additional verbiage listed under the part name. The paragraph shows a part number in parenthesis (usually reflecting alternate numbers) and the statement 'Isolation valve only'. I saw the part number as being an alternate and didn't pay attention to it due to the main part number listed was already given to me as the part in my hands. During this time frame; there were two CRJ-200 aircraft down in ZZZ for 10th Stage Bleed valve replacement (including this aircraft involved in this report). The same P/N valve (XXXX-3) was ordered by the Lead Mechanic and installed on both aircraft. The unrelated aircraft experienced an air return due to another maintenance issue and during troubleshooting. Maintenance noticed the valve part number discrepancy on that aircraft. Knowing that a 10th Stage Bleed valve was also replaced at the same time on my Aircraft X; they verified through the logbook log sheet paperwork that the valve P/N installed was not correct. The aircraft was at the time overnighting in ZZZ1; and a Maintenance crew replaced the valve with a -2 Part Number prior to the scheduled first flight in the morning. There are a few areas that I believe could alleviate confusion; especially during busy periods of Line Maintenance during heavy workloads. The CRJ-200 IPC 36-11-00 Figure-1;Page-2 and-3 should reflect the Shutoff valve and Isolation valve names differently; instead of calling them both 'valve; shutoff'. Also; the part numbers are identical; but with different dash numbers at the end; in sequential order. I believe the part numbers should be different; or at least have both valves spaced differently in the listing of the IPC to avoid the same mistake when reading the IPC. It is too easy to glance at the IPC listing and notice the same P/N's; with the same description name; in sequential order; with different dash numbers in ascending order (which usually reflects the latest mods and greater reliability of the part). Distractions. R/H 10TH STAGE BLEED AIR SHUTOFF VALVE PART NUMBER (P/N) ERROR. [Limited] staff. Distraction.




Synopsis: A Line Aircraft Maintenance Technician (AMT) explains why the CRJ-200 Illustrated Parts Catalog (IPC) 36-11-00 Figure 01; Page-2 and -3; should reflect the 10th Stage Bleed Air and Isolation valve names differently; instead of calling them both 'valve; shutoff'. Better identification could help alleviate confusion; especially during busy periods of Line Maintenance with heavy workloads.