I believe you still have access to all SB service bulletins (come from factory) and also service difficulty reports which are maintenance items written up by all mechanics and sent to FAA. Service difficulty reports are probably the best ones to watch. They are listed with FAA.
You have the option of taking the plane back with any discrepancies not conformed to by the shop. It is still a complete annual and then you can comply with those discrepancies and then the annual is in force. You do not even have to go back to the original shop again. Once the A&P in your hangar signs off the work the plane is in annual and airworthy.
Also, you can have the shop comply with the items of airworthiness and then take it back completed but do the non air worthy items, service bulletins, safety ties, spark plugs, clean injectors and such later.
BTW the ox bottle is probably not expired but expires between now and next year, so you can also have your A&P RR the ox bottle and you can take it to a certification authority and probably pay less than the $250 quoted. Last I heard it was more like $100 so no doubt they are marking up the payment to the ox cert guys which can be saved.
Its a fair deal-You paid the Cessna Dealer $1900 for the annual that is pretty fair to them and about $600 more than most shops charge. They owe you what they did for you but you do not owe them anything else but a check and a thank you for the annual.
You set how the relationship is going to be handled from here out. You can give them blank checks for expensive cost maintenance, double billings on many line items and it goes on every visit or you could get them to complete the annual by logging it in the books and have the discrepancies performed by another A&P. Many knowledgeable parties recommend not having the IA who do the annual not do any of the discrepancies. This way you never have to worry how much greed effects his opinions on air worthiness or needed maintenance. He knows he is not getting that maintenance so why stretch the truth.
This is also safer in that you get a 2nd set of eyes on the plane.
In Wichita, experienced A&P's who come to your hangar charge a bit more than half of shop rates. Our cheapest shop is Webco Comanche specialists and they are $55 per hour and someone to come to the hangar is about $25, 30 per hour.
Your last comment gave me a little chuckle. I use those tools to offset a lot of $125+ an hour labor, the airplane is a bargain by comparison. One of the truck dealers I used to deal with had a minimum charge of $500 labor, if they filled a tire with air it was $500. I've had John Deere bill me $700 for 15 mins. of work as another example. It was always a motivator to buy tools and they've already paid for themselves several times over. I could post some of those old invoices and you guys would freak out.
I will think about getting an independent A&P to work with. The problem is you give up access to the factory information. For example the exhaust ring clamps not being safety wired, this came up after Cessna reported some problems in the field with them breaking and separating. There isn't an AD and probably won't be unless it becomes more common, but regardless it's nice to deal with it before it becomes a problem on my bird. Also, I'm not sure all IA's are setup to test things like Amsafe bags, etc.
