While we're waiting for the part, we go out and work on the airplane to see if we can find another cause that doesn't require a new part. I think it's a bit like looking for your lost contact lens in the spot that has the best light, but what else do we have to do? It's also kind of entertaining seeing how everything comes apart. We know the fuel isn't getting to the engine fast enough at full throttle, so maybe it could be a fuel flow blockage somewhere.
While the AME works on the main problem, the pilots go to work on some small snags. My coworker is using a screwdriver and a flashlight inside an awkwardly situated access port in order to try and fix the cowl flap position indicator. It has been registering half open when the cowl flap is really fully open. He tweaks the sender one way and I motor the cowl flap up and down. Now it registers a quarter open when it is fully closed. After a lot of fiddling he gets it to show closed when it is closed and almost all the way open when it is fully open. The AME says it will probably fail completely soon, and he has ordered the potentiometer required to repair it properly. There's also one blade on one propeller that isn't heating up properly, but that turns out to be merely a disconnected wire, and a very easy fix.
The AME does not remove the unserviceable HSI because his licence doesn't permit him to take it apart anyway, and he hopes to have a good avionics shop in Edmonton look at it in situ, which will be quicker and less expensive than removing it and shipping it.
He also can't put on the new tire, not only because we don't have a jack, but also because we don't have the right paperwork. The tire company sent was purchased for another airplane in the fleet in a two-for-one sale, and the certification for both tires was on the same piece of paper, which is in the other airplane's technical log. Or somewhere. We have to get it before this tire can be legally used, to prove that it isn't counterfeit.
and I thought The FAA paperwork was bad.
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