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Continuing airworthiness records should be stored in a safe way with regard to fire, flood, theft and alteration. Computer backup discs, tapes etc., should be stored in a different location from that containing the current working discs, tapes, etc. and in a safe environment. Reconstruction of lost or destroyed records can be done by reference to other records which reflect the time in service, research of records maintained by repair facilities and reference to records maintained by individual mechanics etc. When these things have been done and the record is still incomplete, the owner/operator may make a statement in the  new record describing  the loss and  establishing the time  in service  based on the research and the best estimate of time in  service. The reconstructed records should be submitted to CAD for acceptance.
NOTE: Additional maintenance may be required.
AMC M.305 (h) 6- Aircraft continuing airworthiness record system
For the purpose of this paragraph, a “component vital to flight safety” means a component that includes certified life limited parts or is subject to airworthiness limitations or a major component such as, undercarriage or flight controls.
AMC M.306 (a) Operators technical log system
For commercial air transport the operator’s aircraft technical log is a system for recording defects and malfunctions during the aircraft operation and for recording details of all maintenance carried out on an aircraft between scheduled base maintenance visits. In addition, it is used for recording flight safety and maintenance information the operating crew need to know.
Cabin or galley defects and malfunctions that affect the safe operation of the aircraft or the safety of its occupants are regarded as forming part of the aircraft log book where recorded by another means.
The operator’s aircraft technical log system  may  range  from a  simple  single  section document to a complex system containing many sections but in all cases it should include the information specified for the example used here which happens to use a 5 section document / computer system:
Section 1 should contain details of the registered name and address of the operator the aircraft type and the complete international registration marks of the aircraft.
Section 2 should contain details of when the next scheduled maintenance is due, including, if relevant any out of phase component changes due before the next maintenance check. In addition this section should contain the current certificate of release to service (CRS), for the complete aircraft, issued normally at the end of the last maintenance check.
NOTE:  The  flight  crew  do  not  need  to  receive  such details  if the next scheduled maintenance is controlled by other means acceptable to CAD.
Section 3 should contain details of all information  considered necessary to ensure continued flight safety. Such information includes:
i. the aircraft type and registration mark.
ii. the date and place of take-off and landing.
iii. the times at which the aircraft took off and landed.
iv.
the running total of flying hours, such that the hours to the next schedule maintenancecan be determined. The flight crew does not need to receive such details if the next scheduled maintenance is controlled by other means acceptable to CAD.

v.
details of any failure, defect or malfunction to the aircraft affecting airworthiness or safe operation of the aircraft including emergency  systems,  and any failure, defect or malfunctions in the cabin or galleys that affect the safe operation of the aircraft or the safety of its occupants that are known to the commander. Provision should be made for the commander to date and sign such entries, including, where appropriate, the nil defect state for continuity of the record. Provision should be made for a CRS following rectification of a  defect or any deferred defect or maintenance  check  carried out. Such a certificate appearing on each page of this section should readily identify the defect(s) to which it relates or the particular maintenance check as appropriate.
　
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