Bruce,
There is such a checklist. The basic, FAR required annual inspection checklist is printed in FAR 43, Appendix D. There is an aircraft specific checklist printed in the Cessna 150 or 152 Service Manual.
Due to the autonomy of the A&P mechanic, there is virtually no oversight beyond the individual's integrity to guarantee that each item on the checklist is followed. It is exactly the same principle of pilots not using checklists when they fly. Sure, they use them while they're a student pilot, then definitely for their checkride. But, somewhere along the way, the use of the checklist is set aside in favor of using the memorized items, or flows as it is sometimes called.
Mechanics are the same way. I might use the book to change a tire once, twice, heck maybe 10 times. But after a while, I don't use a book because I feel like I have learned how to perform the task correctly. Am I a bad mechanic? That's debatable, but my process of changing a tire is by the book. When it comes to torques, critical installations, or something I just want the directions for, I grab the book.
How often does the pilot who doesn't use the checklist forget to set the DG or Altimeter prior to take-off. It happens all the time. The airlines demand the strict use of the checklist all the time, no exceptions. Lose an engine, memory items are completed while the pilot not flying grabs the checklist, verifies the memory items have been done and proceeds to perform the rest of the checklist.
Back on topic, when a mechanic signs off that he has performed an annual inspection in accordance with the 150 or 152 service manual, he is implying that he followed everything that's in the book. It looks good on paper, covers the mechanic, and effectively puts the burden of proof on the person(s) who question the completeness of the inspection or how compliant he is regarding every single task.
No mechanic would write that he performed an inspection except task numbers 1, 5, 7, 13, 21, and 40, and then sign off the annual.
Crap, I'm rambling again, somebody help me!
Here's something that you can do to help minimize the chance of something on your plane being overlooked. In your service manual, go to the inspection requirements checklist. Make up a checklist that includes the items from that list that apply, 50 hour, 100 hour, 500 hour, annual, etc., and provide a place for the mechanic to sign. Then give him that list. Insist that he sign off that list and give it back to you. I wouldn't have a problem with that as a mechanic. I'd complete my checklist, and yours. Any extra time required would be on your nickel, but I'd do it how you want it. If there's a shop that won't do that, find one who will. Bottom line is that that checklist comes straight from the Service Manual and those items should be covered anyway. If there are other things that you want to add, like tire rotation, or upgrades that you want to make, put them on there, too, and they'll get done at the going labor rate.
There are ways to improve the communications between owners and mechanics. Giving the mechanic a written list of expectations is a step in the right direction.
If you simply take your plane to a mechanic and say I need an annual inspection, throw him the keys, and wait by the phone until he calls, you're setting yourself up.
