By Lisa Turner, EAA Lifetime 509911

This piece originally ran in Lisa’s Airworthy column in the November 2023 issue of EAA Sport Aviation magazine.

“When is the appraiser arriving?” Janet asked.

“In about 20 minutes,” Allen said.

He took another chamois cloth and ran it over the already shiny Curtiss-Reed prop on the W670 Continental engine of the 1941 Waco UPF-7.

“Well, I can’t imagine he will find anything at all wrong with it,” Janet said. “You’ve spent eight years rebuilding this beauty. When is the buyer coming for it?”

“Next week. Of course, he wants it appraised since I asked a pretty high price for it.”

“It’s worth every cent,” Janet said. “But that prop is going to disappear if you polish it anymore.”

Fifteen minutes later, the appraiser arrived.

“Permission to enter, sir.”

“Come on in, Roger,” Allen said. “Gosh, it’s been about 10 years since I have seen you.”

“Indeed. We will catch up. But let’s get business out of the way first.”

An hour and a half later, Roger motioned for Allen to come over to the desk.

“Allen, this is a stunning aircraft,” he said. “What you have done in the last eight years is remarkable.”

Allen beamed and was about to say something.

“But —” Roger said.

“Uh-oh,” Allen said.

He sat down.

“There are major discrepancies in the logbooks,” Roger said. “Look.”

Roger held up a list.

• Cleveland wheels and brakes (STC)
• Jasco alternator (STC)
• Metal center section cover (engineering approval needed)
• Poly Fiber fabric covering (337) – √
• New wood in wing panels (337) – √

“You only have the last two items documented in the logbooks with the accompanying 337s,” Roger said. “If you don’t go back and get the paperwork completed on the others before the sale, it will drop the price by about 45 percent.”

All Allen could do was take a deep breath and shut his eyes.

* * *

Think about this question: What do you enjoy most about your airplane? Now think about what you like the least. You might say flying is your favorite thing, but maintenance is not. Or building is your favorite thing, but you don’t like organizing parts. Or maybe you love maintaining your airplane but not completing the paperwork.

We typically don’t enjoy every single thing associated with our airplane. While I loved the building and maintenance, I wasn’t as excited about assembling the pilot’s operating handbook.

Flying is like a teeter-totter. We balance what we like with what we don’t like, realizing that the trade is worth it.

Logbooks — and the associated inspections and paperwork — may not be on everyone’s “like” list. Based on an informal survey, about 85 percent of pilots I spoke to said they try not to think about what is missing from their logbooks. Most of this is simply human nature and not purposeful deceit.

Here are the top five problems with logbooks found on annuals and audits.

Logbooks for Certified Aircraft

Some airplane owners don’t realize they are responsible for complete and accurate records.

I hear, “I took my airplane to the repair shop for an annual. They are responsible for the records. How am I supposed to know?”

Yes, the shop is responsible for recording your annual correctly in the logbooks. But the owner is responsible for making sure this took place. FAA Part 91 Section 91.417 states that “an aircraft owner/operator shall keep and maintain aircraft maintenance records.”

The top mistakes are:

1. Missing entries and entries not up to date. One way to solve this is to run through a short checklist every time you perform maintenance on your aircraft. Does it qualify as a logbook entry? While cleaning and waxing the exterior are not typically log entries, replacing a seat belt would be.
2. Missing ADs and service bulletins, if issued. The FAA issues ADs, and aircraft manufacturers issue service bulletins (SBs). ADs are legally enforceable regulations, under 14 CFR Part 39, to correct an unsafe condition that exists in a product. Compliance with an AD is mandatory for continued airworthiness. Manufacturers issue aircraft service bulletins in response to identified maintenance and manufacturing issues to give owners and operators critical information about aircraft safety, maintenance, or product improvement. Compliance may or may not be required depending on the type of operation and whether or not it is included in an AD. These should be in the associated logbook.
3. Missing propeller log. Some small aircraft have engine, prop, and avionics sections in one logbook. Most certified aircraft have separate books because it’s simpler to look things up. If you have more than one logbook, it’s best to separate airframe, engine, prop, and sometimes avionics. Keep them together in a case or pouch so they don’t get misplaced.
4. Missing paperwork, detail, and signoff for changes or upgrades made to the aircraft. These could be minor or major changes. If a major change, the detail should include the paperwork sent to the FAA (337s). Logbook entries are required.
5. Other issues include logs that don’t contain the correct serial number or N-number for the aircraft, an A&P mechanic signing off when an A&P/IA mechanic is required, total times not recorded, and illegible entries.

Logbooks for Amateur-Built Aircraft

“It’s experimental. There are no rules.”

I’ve heard this more than once. Yes, the airplane is in the experimental category, but that does not mean there are no regulations. For logbooks and maintenance records, the answer is yes, you should have them. To figure out everything you need by reading all of the regulations between certified aircraft and experimental aircraft, however, is complex.

To simplify things, I advise experimental amateur-built (E-AB) owners to begin with what their operating limitations say, and then use the audit checklist. While there is no requirement to have separate logbooks for engine, airframe, and propeller, it may make things easier.

The top mistakes are:

1. No logbooks at all. Instead, dates and notes are entered randomly into the various maintenance books. This works until it doesn’t, which will be within the first or second year. It just gets complicated to not have it organized.
2. No signoffs. In addition to the description of work, logbook entries should include the person’s name and signature, their role (A&P mechanic, repairman, owner, etc.), and certificate number.
3. Not up to date. “Oh, yeah, I did do that condition inspection. I just never got around to writing it down.” As you put your tools and checklists away, your next step is recording it all in the logbook.
4. No manufacturer letters. Some experimental aircraft get abandoned by their manufacturer, so there may not be any advisories or bulletins to help you. But if there are, these should be placed with the logbooks. If any actions were taken regarding the advice, this should be entered into the appropriate log.
5. Poor legibility. There is no reason you can’t print out an entry from your PC if your handwriting is substandard. But make sure you sign and date the entry.

When it comes to logbooks and/or maintenance records for your E-AB, I would be less concerned about obscure rules and more concerned about detail and being thorough. Does it take some effort and discipline? Yes. But so does piloting.

Returning to the beginning, where we decided that filling out or checking logbooks was not as exciting and fun as some of the other activities around the joy of flight — try to do a mental reset when you find your psychological resistance level going up as you say, “I’ll do that later.”

Your logbooks reflect the care and attention you and previous owners have given to the airplane. Making sure they are accurate and complete will reflect on both you and the condition of the aircraft.

Think of your logbooks as “medical records” for your airplane, adding value and legality for your safety and any future resale. An aircraft may be flyable without accurate logbooks, but it will not be legal, airworthy, or in a condition for safe operation.

Lisa Turner, EAA Lifetime 509911, is a manufacturing engineer, A&P mechanic, EAA technical counselor and flight advisor, and former designated airworthiness representative. She built and flew a Pulsar XP and Kolb Mark III, and is researching her next homebuilt project. Lisa’s third book, Dream Take Flight, details her Pulsar flying adventures and life lessons. Contact her at Lisa@DreamTakeFlight.com and learn more at DreamTakeFlight.com.