That would then make those aeroplanes next to worthless. No logs, no value.
I come down hard on the maintenance business, due to my experience of aircraft ownership.
My experience is of a system, where a lot of the participants, do not have a clue about what they are required to do. Call it CAMO, call it part M sub group xxx, call it ARC. They just do not know.
The log book, is the written history and evidence of work completed on the particular aircraft. The maintenance manual gives the operator the required guidance, and recommendations, to maintain and keep airworthy their product, which in turn dissolves them of any legal responsibility if it all goes wrong due to a proven maintenance issue.
When A/D'S and SB's are issued, it is then the owner/operators responsibility to make sure these are complied with, and then recorded in the log books. Without that, the asset has little or no value.
Now my experience is of Part M companies, with CAMO priviliges, releasing aircraft back into service, without a diligent check having been completed on logs, without a diligent check being done on past and current AD/SB, and in some cases, without work that was requested, and or stated in the maintenance manual, actually having been done, but certainly being invoiced. The relevent regulator, in this case the CAA, blames the owner/operator when an MOR is raised.
So, why bother with a CAMO, why bother with even with an ARC?? The sooner, and it will probably never happen, the system releases the operator, to have full responsibility, as with the FAA system, the more confident I would be in the UK maintenance system.
Until then, we continue to live with a pretty poor state of aircraft maintenance and compliance within the UK.
And that, I am aware, is a generalisation.