First thing in the morning for the FBO isn't first thing for me, but as soon as he gets in, the engineer starts work on my airplane, even though there is work to be done for his company as well. He has a reconditioned magneto available, and negotiates a trade-in value for the core our magneto, which he will recondition in turn. Paperwork will record all the serial numbers of parts swapped through the aviation world in this manner. It's a pretty normal occurrence. It's actually pretty funny to see one of our airplanes taken apart and to see all the points of origin recorded on stickers or plates on various components. I once had a maintenance shop refuse to do work because an instrument had a sticker on it claiming it was on loan. Fortunately the company whose name was on it was still in business and I was able to get them to relinquish any claim on the equipment. At some point there must have been a trade-in involving that loaner equipment, and no one took the sticker off.
After the installation, which didn't take long, he sent me out to do a runup with one of his apprentices. That's a nice way to do it. I've had shops go and do the runup themselves, come back and sign it off, and I've had shops send me out to test the equipment, and sign it out on my say so. I'm okay with both ways, but this was a best of both worlds. The shop avoids the problem of worrying about messing up my radios or any of my equipment taxiing my plane without me. I get to verify for myself that the magneto is now working correctly. And the apprentice has a strobe-light rpm detector to measure the rpm drop per mag exactly without having to rely on the accuracy of my gauges. I've seen the rpm detector before, when someone was testing the calibration of an RPM gauge, but I'd never seen someone use it to check the rpm drop on a magneto. We taxi back and park. Now it's all over but the paperwork.
It's a bit of a relief to be working in Canada now and know that I don't have to explain journey logs and TTAF to a US AME. This shop has a good system with checklists and workcards that are not loaded with unnecessary overkill items, but have a thorough list of what does have to be done, and I can see they've actually been used on the shop floor as opposed to being all filled in at the end after the work is done anyway. As he signs it off and verifies the billing information, the AME mentions that this is the highest time airplane he has ever certified. My airplane isn't frighteningly old. It just works hard for a living. I think this guy has worked mainly on medevac aircraft, which don't go off on all-day missions like ours.