No problem whatsoever using different fabrics on old or new aircraft, provided they meet the original design requirements. For example, Ceconite 102 on a P-51 just wont do it but 101 will do & is already approved.

If you’re going to change the original fabric type get the TC holder (if still available) to raise a SB, or otherwise raise a modification and get it approved BEFORE doing the job, otherwise you wont be flying for a bit while you dig yourself out of the hole you just found yourself in.

I think thats the nose locker youre looking at there.

Fuselage cut down the middle? Curiouser & curiouser! Sound more like its been dumped rather than ditched.

Aztec? Would have a steel tube fuselage under the skin if so – did you notice?

(any small round holes?)

I dont think anybody is expecting to land there for free, apart from the performers perhaps.:rolleyes:
Its an admin fee – it says so on the form. If it went to charity, however……

Use the original drawings, get one made & hey-presto you have a genuine new old one, its a part of any restoration process for a new spar or a flange bracket or a valve. (Cue debate over original / rebuilt / fake / replica / reproduction/new build warbirds flying today). The PMA “aftermarket” has worked very well for many years – you wouldnt even see the likes of Cessna 150s or older Cherokees, let alone the heavy iron without it. Its not rocket science to get one made – its just time & money & PP… (and getting the drawings from the ‘design authority’ !)

Kev35, please re-read my post.
You found your evidence of regulation (albeit from Trinidad & Tobago) – the gist of this thread.
Its the drawing of attention to a specific point within those regulations that I comment on.

Regards
Malcom

It would be very useful if London was in the Carribean.;)

While they are there they could ask at the new MO – they’re rather good at making things from labels.