skykrawler

When I look at the TCDS I see nothing that requires the G1000 to be in the airplane. Only a mention of the certification basis allowing it to be in there.

I think it's the same for both.

Technically an annual is an inspection. Often the oil and filter is changed - the filter must be inspected. An AD may require some maintenance. Some folks assume overall maintenance will be performed, but that is a discussion that must be had with the shop.

I spent 10 minutes trying to cross that 66-4 number and couldn't find anything.

Since the popping breaker is the 'Gear Control' the only thing pulling current on it is the up and down gear relays and maybe a light (not the actuator, which has its own breaker). Plan to test the control breaker by putting a load on it with something about 60 watts power. He called a Mooney service center and they suggested the up limit switch was causing the up relay to engage constantly. But, this would cause the gear to run against the stop and also cause the 'Gear Act' breaker to pop. It could be a diode going bad on the up relay that shorts intermittently. That would splain it, but only if it happens during retract - once on the limit switch power to the relay is removed. Another symptom I heard described is: the gear is retracted and the breaker is popping. The gear lever is moved to command gear down, the breaker is closed and remains closed, and the gear extends.

Another M20K owner at my airport is having a similar problem. "Gear Cont" breaker, intermittently popping the breaker. We're going to dig in when he gets back from Florida.

Of course the common instrument installed is a combination turn rate / turn coordinator. If all you need it a turn coordinator then get one of these....and ditch the gyro rate indicator.

Too much stock is placed in NTSB reports. Especially in the light aircraft domain. Here is an example:

Is that US or Canadian dollars?

Has a reserve - probably same as buy it now. https://www.controller.com/listings/for-sale/mooney/aircraft?gad_source=1&gclid=CjwKCAjwnv-vBhBdEiwABCYQA1lkjDJRJeLMnHy5xQG_VBYDCZQAEcr8XFW5F1demXH-3vSh5fcV1xoCCDgQAvD_BwE

The OP was in 2021.

Maybe they used brake pad rivets

Fairly obfuscated. "Operators have long recognized the benefits of using COTS PEDs (e.g., tablets and laptops) to perform a variety of functions traditionally accomplished using paper references." Nowhere does the AC define an EFB as an application running on a PED. It may possibly be inferred. 10.1.3. Not connected with or receiving data from any aircraft system. That's a silly thing to say. Almost every application available has connectedness - wifi or bluetooth - to receive ADS-B traffic, FIS, flight plan exchange.

Motorcycle experience taught me overtightened chains wear faster.

I have friends with C182s and Barons. and others.....seems like Continentals and even Superior cylinders do this - rich or lean of peak, matters not. The last one I saw was valve stem/guide wear.