I have held liaison engineer positions several times during my career. Sometimes it is difficult to record every detail concerning a repair. Work instructions that would indicate repair of 8" long damaged area may very well turn into a complete skin replacement if the material was available and/or it was quicker. Whether an in-situ skin repair is made, or the skin panel is replaced, the original paperwork may not get corrected. Engineering Orders (E.O.s) usually detailed damage and instructions to repair. It is always acceptable to return the damaged structure to the original configuration. If that is not possible, then a "standard" repair out of the Structural Repair Manual (SRM) is acceptable. I don't have a clue if an SRM was available for that aircraft. In either case no further instruction from the liaison engineer (hence additional detail) is required. Only if the original condition cannot be restored, or if a standard repair could not be accomplished, would the E.O. be revised to get into the specifics of the repair.
Some folks get more into the details than others. Also, note that this work order was typed. That may have been Lockheed's practice at the time. Over the years it became readily apparent that handwritten work orders usually were far more detailed than those that were typed. Draftsmen, designers and engineers have not always been what you would call expert typists. When this repair would have been done typing was probably handled by (please pardon the word) "secretaries". As late as the late '90s, at the airline where I worked, engineers were discouraged from personally typing anything more lengthy than short notes. What usually got passed to the typists turned out to be a brief as possible. This is because you had to dictate, or hand-write, what you wanted typed and then you had to check it. E.O.s typed up during the normal work day might not get changed if the work was accomplished during the evening or weekend when the typists were not available.
The documentation required to perform that same level of repair today would be quite voluminous. I'm amazed that a copy of this EO was even found! Even so, this copy does not look like the "dirty fingers" copy that a mechanic would have signed off. It looks more like a summary of the total work performed which was submitted to the CAA. Note the list of companion EOs on Page 2. If these could be found they are more likely to have details of the individual repairs. I’ll bet those EOs are far more detailed and probably hand-written and signed off.
Just my 2¢-worth ...
Keep up the good work!