included; and most all of them difficult, if not nearly impossible to find the aircraft’s critically important airworthiness information?
Perhaps one reason is the FARs themselves. FAR 43.09 and FAR 43.11 explain in exacting detail what is required to be included in a legal maintenance Return to Service entry. FAR 91.417 states explain in exacting detail what is required to be included in an aircraft’s maintenance record and how long that information needs to be retained. But, nowhere will you find any reference in the FARs as to how this important information is to be formatted or displayed.
Unfortunately, this leaves the important task of gathering and displaying this information to technicians that (to be honest) would rather troubleshoot and fix a problem with an aircraft than properly administer the paperwork associated with the maintenance event.
Adding to these woes is the fact that without a defined outline for accumulating the information into a concise record, we are left with the reality that as many different types of technicians there are to do the work, there are just as many ideas on how to gather and display this important information.
THE BOTTOM LINE
What we could use is a guide or template to follow that describes what a thorough and proper logbook should look like. Its use would greatly benefit the entire business aircraft industry if most everyone in the industry followed these recommendations. Unfortunately, it doesn’t look like this type of information will ever be addressed by the FAA, and/or written into the FARs making them a rule.
Some aircraft OEMs do include their version of a proper logbook with each new aircraft; but this record organization/hierarchy created by the OEM soon falls prey to the calamities that happen to most aircraft logbooks, and they quickly join the ranks of the utterly disorganized.