Igor Best-Devereux wrote to say that the October edition of Aeroplane Monthly magazine has a nice feature on Bücker aircraft. It also has a feature on the beautiful DeHaviland DH88 Comet.
See if you can find a copy and check pages 34 to 38.
Our friend and passionate Bücker enthusiast Gordon Clement passed away unexpectedly late last night. Gordon had been battling cancer for some time and as you might expect from Gordon, he waged that battle stoically. The messages he sent to colleagues, friends and family concerning his health were always upbeat and positive, looking forward to the time when he would have it beat.
Gordon was the former editor of the Bücker club newsletter and with his two sons Rob and Zack, and wife Mary, hosted the annual Bücker & BBQ fly-in at their Mountain Airpark hangar in Georgia.
Typical of Gordon’s focus and passion, he not only became obsessed with Bückers when he was a kid, he became obsessed with one particular Bücker, the Jungmann that Jim Moser so famously flew from St. Augustine in Florida. Gordon had the magazine cover, the tee-shirt, the model kit and every other artifact he could lay his hands on. To be able to own and fly that very Jungmann in his adult life was something extraordinary for Gordon, and watching his joy in that ownership was a thrill for everyone that knew him.
Jim Moser had modified N1947G to competition standard, removing the front seat, raising the turtle deck, fitting a 200HP Lycoming engine and much more. At considerable expense, Gordon had the aircraft converted back to its original two-seat, open cockpit configuration because another of his passions was sharing the Bücker magic with other people. He gave rides to something like 150 people in his Jungmann, and every one of those passengers was better for it. There are some remarkable stories and pictures around the internet posted by people with whom Gordon has shared his passion.
The last time I saw Gordon was at the 2012 Bücker and BBQ at his home airport in Georgia. You should have seen it. Gordon invited airshow pilot Greg Koontz to fly N1947G and fly it he did. Greg put on a fabulous show; Gordon could hardly contain himself. “This is the best day of my life” he said, over and over again. For those who watched Gordon watching Greg, it was one of the best days of our lives too.
Blue skies Gordon. We’ll miss you.
Condolences can be sent to:
The Clement Family
2225 Peachford Ln
Lawrenceville, GA 30043
in lieu of flowers the family has requested donations be made to the EAA.
The Experimental Aircraft Association Chapter 690 will create a Gordon Clement Scholarship fund to help foster young people's interest in aviation.
Visitation & Services will be held at
The Tim Stewart Funeral Home Lawrenceville Chapel
300 Simonton Road
Lawrenceville, Georgia 30046
Friday, September 19th
Visitation from 5:00 pm to 8:00 pm
Saturday, September 20th
Service starting at 11:00 am
EAA Chapter 690
Gordon Clement Scholarship Fund
c/o Jeanne Ferguson
421 Bellingham Drive
Sugar Hill, Georgia 30518
The day started poorly with low clouds and drizzle so a trip to the nearby Hohenzollern castle was planned. As we were touring, however, the weather seemed to get a little lighter and before long a call was received to say that three brave pilots had arrived in their Buckers from Switzerland. Back to the airport at Diebold Van VNE.
More Buckers arrived as we did and before long there were twelve or so. Tigres, LOM and Lycoming.
There is a new album in the picture gallery (Degerfeld 2014) containg the pictures taken today. I will tidy them up and add captions when I get home. Here are three to get you strated though.
Larry Ernewein inspecting a Tigre :)
Guess where the Jungmeister parked
Poor weather has caused everyone attending the meeting to arrive by car rather than by air, but the turnout is surprisingly good.
A wonderful dinner at the airport restaurant last night was followed by movies, talk and good company.
Today may start with a visit to the Winter aircraft instrument factory in nearby Jurningen, with the possibility of some flying later in the day. The forecast looks hopeful :)
Hello Bücker pilots,
Here is some information to help you get to the fly in. I will travel to Chicago from Sept. 5-10, but I can be reached by email or you can call me on my cell at: +49-172-7302781.
For those coming by car from Stuttgart airport or other locations please dial in your GPS as city name “Bitz”, no street address required (Albstadt-Degerfeld or Degerled are not GPS listed addresses). This will lead you directly to the airfield. About one mile west before you reach Bitz you will find the hangars on your right hand side.
I'm looking forward to meeting you all at Degerfeld, have a safe trip.
Mit freundlichen Grüßen / with best regards
Mira Slovak's Jungmann has found a new home, but first it will spend a little time at Steve Hawley's shop to be returned to a more stock configuration. Steve kindly sent this account of the ferry trip:
I flew to San Diego last Tuesday and John Hickman met me at the airport. We drove to Gillespie Field and flew his blue Jungman up to Fallbrook (about 60 miles) and tried to figure out the fuel management procedure.
It had been modified to carry about 75 gallons in four separate tanks! We thought we figured it out but couldn't be sure because there was no way to test it without complete disassembly of the system. I put gas in it and flew on the main (original) tank down to Gillespie. There I filled the three front tanks but never did put any gas in the tank behind the seat beneath the baggage compartment.
I had dinner with John and Earl Hickman, Mike Meloche and a couple of other Bucker owners. It was great. Spent the night in John's very nice apartment above his hangar.
John came out at 6:30 and led me out of Gillespie to about the summit of the mountains headed toward El Centro. Near the El Centro Airport at about 8,000 feet I changed tanks. Thank goodness everything worked the way we thought it should and the engine didn't quit!
I flew on to Marana Regional just north of Tucson. The first night was spent in Odessa Texas, the second in Rayville, LA, and Yesterday I arrived home with a sore rear and a sunburned nose. Average distance between fuel stops was about 275 nm.
It was fun but I would not do it again!!!
In Steve Hawley's shop, this Jungmann will probably be forever known as "Mira Slovak's Jungmann"
This year I have been experimenting with tires. The standard Jungmann can be entertaining on a hard surface runway and I wanted to see how ground handling might be affected by different tires.
This is by no means scientific and certainly there are many with more experience than me on the subject. This only applies to aircraft converted to American Cleveland 6 inch wheels too. I thought I would share some thoughts anyway. Besides, there is nothing like posting something others disagree with to generate some correspondence :)
I may very well be wrong, but I have been privileged to fly about a dozen Jungmann and so far I have not really detected any big difference between standard and extended spreader bars. I have formed the opinion that condition is far more critical. Tight, well lubricated bearings/bushings and springs that are appropriate to the weight of the aircraft seem to be more important. I also like the look of the original gear. Again, there are people with more experience with the extended spreaders than me. It would be good to hear another opinion.
The wheels of a standard Bücker have a great deal of camber (they lean outwards) and I believe this makes the tire shape important. If you choose a modern tire with a more square cross-section like this
the aircraft is going to ride on the edge of the tire and wear very quickly and unevenly. You are in effect riding on a very narrow contact patch. I suspect this is unwise.
The older, more rounded type of tire would seem to be a better bet for a highly camber tire. This is why motorcycles that have to lean into corners use this shape of tire.
I have found that Specialty Tire "Air Trac" tire seems to be the most round in cross-section. They are also pretty inexpensive by aircraft standards.
I started with 4-ply versions of the Air Trac tire. They are slightly cheaper and slightly lighter. Ground handling seemed to be very good, but they certainly wear quickly. Even rotating the tires frequently I got through a set in 20 hours of flying. After making a few calls to tire experts I learned my thrift was the problem. When there is a lot of side load on the tire (as is the case with high camber) a higher pressure is recommended to maintain tire shape. 4-ply tires have a maximum recommended inflation of only 29 PSI.
6-ply tires may be inflated to 49 PSI so it is safe to use a higher pressure to help maintain that round profile. This seems to be the best combination yet. Ground handling on a tarmac runway is very predictable, and so far the wear has been minimal.
I'd love to her of other people's experience in this area.
Don Vance kindly submitted these comments on the landing gear issue:
From Don Vance
I’ll accept your invitation to comment on Bücker tires and landing gear. Let’s face it, operating a Bucker on hard surfaces is always going to be a problem considering it’s weird camber and toe in. When it comes to tires, I fully agree with what you’re saying. So, I guess it’s up to the owner to replace more often and pay less or pay more and replace less often. But, when you get right down to it tires are not that expensive. You can spend the price of a cheap set of tires taking Mama out to a show and a good dinner. Each has its benefits.
Now, for the Bücker landing gear. It is and always will be a problem operating on hard surfaces. When I first got acquainted with Mira’s N707S in 1973 the landing gear was flat worn out. When fully extended, the wheel end would move back and forth almost an inch. When the strut would compress it was fairly tight. I found the outer cylinder was “belled” just above the gland nut. When you think about it, this could be expected. When you touch down with the strut fully extended there has to be at least a 12 to 1 mechanical advantage of the upper bearing of the lower strut contacting the inner surface of the upper strut. So, I figured we had three choices. Live with it, tool up and build a new landing gear or convert to a Cessna 180 spring gear that wouldn’t wear out and be free from the camber, and toe in problems. Before everybody hollers “sacrilege”, remember, Mira’s airplane was an “air show” airplane and not a restoration. I wanted to go with the spring gear but we couldn’t take it out of service long enough for me to do that, so we just lived with it until Joe Krybus started making new gear many years later.
Now we come to springs and spreader bars. While I had Mira’s landing gear apart, Perry Schreffler had a guy here at Santa Paula make up a set of spreader bars for his airplane about 3 inches (at least) longer and talked Mira into getting a like set. I installed them and found out that the landing gear struts were nearly “bottomed out”. I did not realize at the time that as a coil spring varies from vertical, it’s load capacity decreases. I will attach a table showing angle versus load capacity. It is from an automotive spring manufacturer but it applies to any application.
Mira then got a set of springs rolled somewhere in Los Angeles. That shop used stainless steel wire in making up the springs. I installed them and after just a couple of landings they became “convoluted” spacers and the landing gear was once again bottomed out. I cut about 4 inches off of each and ground the ends flat and installed them as spacers and reinstalled the old springs. We now discovered something new that we had induced. With the widened gear and the effectively weaker springs, during taxiing the aircraft waddled like a duck. In fact, I threatened to paint the landing gear yellow so it would look like a duck. I never did talk Mira in the quacking while S-turning while taxiing. Prior to installing the longer spreader bars, on some Saturday afternoons, Mira would offer to let certain people fly the Bucker, with him in the front seat naturally, if they landed without a bounce he would pay them $10. If they bounced, they would pay one dollar per bounce. My part of the action was to take the proceeds to the local liquor store and buy beer. Dear old 707S kept the refrigerator well stocked. When we installed the extended spreader bars we had to go back to buying our own beer. For that reason and the atrocious taxi characteristics, I reinstalled the stock length bars. Besides that, we felt a Bücker ain’t a Bücker unless it sits on the ground with it’s nose high in the air! While I had the spreader bars off I welded some ½ by ½ “ pointed studs on the lower ends of the spreader bars so you could use a small bottle jack to lift each gear up to work on the tires, brakes etc. I did the same for Perry and he kept his A/C on jacks to keep the tires from flat spotting when parked even overnight.
Coil springs are a rather black art. Coil springs are really no different than a torsion bar in their function. Their strength is determined by the diameter of the wire used, the alloy of the wire and the length of the wire being wound. Many people think more coils equals more strength when exactly the opposite is true. For a given wire size, alloy and heat treat the longer the wire making up the spring, the weaker the spring is. A good example is when people cut coils off automobile front springs to lower the car. What they get is a car that rides hard and bottoms out easily.
707S got new Krybus gear during the overhaul. I believe the spreader bars are extended 1 inch. Mira was unhappy with the gear so he got new springs from Alan Abel. That still didn’t get 707S’ nose in the air as desired so on his next visit to Santa Paula I turned him a set of brass spacers. He got them installed and the results finally satisfied him. I have to add that Mira ALWAYS wheel lands a Bucker. I can never remember him landing even slightly tail low, much less three-point.
The 2014 Albstadt-Degerfeld meeting is just two weeks away! You can find details of the event here.
The meeting is a truly international event and this year Bucker enthusiasts will be traveling from at least eight countries including contingents from the USA, Switzerland, France, Spain, Austria, France, Italy and Great Britain. Rain or shine its going to be a fun event. Come if you can!
There are some picture of the 2011 event in the picture gallery to get you in the mood :)
Earlier in the year I wrote about how it was possible to enable distance measurement in Google maps and so see your track over the ground. Unfortunately a few weeks after I wrote that, Google revamped their maps service and disabled distance measurement.
Happily it is now back and is better than ever. Just right-click on a place on the map and select "Distance measurement". Now move to your destination and left-click. You will not only see the course line and the distance, but the new line is graduated in your choice of miles or Kilometers. Conveniently Google maps understands airport identifiers making it easy to find them using the search box.
Of course you can select satellite view (as shown here) or map view if you prefer not to see the terrain.
At the second annual fly-in of the Sport Aviation Association (SAA) this weekend I met Pete Heins. Pete told me that his father, Major Edison D. Heins, was part of a unit that was housed at a French airfield sometime in 1944. They found a cream/red Jungmeister on the field that was in flying condition. Permission was obtained to fly the Bucker, but only on condition that it was painted with Olive Drab paint, and wore American "Stars and Bars" markings.
From the colors and the marking on the cowling, it is thought that this may be one of the aircraft flown by none other than Albert Falderbaum. (see here)
Pete is going to see what other information is available in his family, but in the meantime, here are the first few pictures.
I continue to be impressed by the SAA. It does not compete with the EAA, most members belong to the EAA too, but it does concentrate on the lighter, "do it yourself" side of aviation, and is careful to avoid any and all politics. No million $ "kits", no reenactments of Pearl harbor, all volunteer, and all fun. Check out the most recent newsletter here.
On the 25 July 1909 Frenchman Louis Bleriot took off from the town of Calais on the North coast of France, and landed near Dover in Southern England. He became the first person to cross the English channel in a heavier than air flying machine and so won the Daily Mail prize of £1,000. He also ended England's days as an island fortress protected by a large, cold, gray sea! As the Dail Mail reported at the time: “Britain’s impregnability has passed away…Airpower will become as vital as seapower”.
This photograph was taken just after takeoff and shows the actual flight.
According to legend, the "fan" Anzani engine in his type XI monoplane had never run successfully for more than 20 minutes or so before seizing, but on his channel crossing attempt a fortuitous rain shower cooled it sufficiently to keep it chugging away.
He spotted his helper waving a French flag from the downs near Dover castle and landed after 36 minutes and 30 seconds in the air. (Although it is hard to imagine they timed it that accurately) Unfortunately the helper was not much of an aviator and chose a rather unsuitable field, so although Bleriot walked away unscathed, the aircraft came off somewhat the worse for wear.
The flight caused such a sensation that over the following week more than 150,000 people traveled to the landing field to view his aircraft, and a marker was constructed on the site.
I started playing with Google maps to see if I could find any sign of the marker, now 105 years old, in the area where Bleriot is reported to have landed. Sure enough here it is. Somewhat overgrown and largely forgotten but it is still there:
If you follow this link https://email@example.com,1.3259897,184m/data=!3m1!1e3 you can see it for yourself.
The original channel crossing aircraft no longer exists, but a very similar and original example does. This Bleriot XI construction number 14 still flies from time to time at the Shuttleworth Collection, Old Warden in England. It is both the oldest flying original aircraft, and the oldest flying original aircraft engine in the world.
This website has a contemporary account of Bleriot's flight and offers some remarkable insight into the feat, and the attitudes of the time.
The Picture Gallery on this website contains an album called "User Pictures". Click on that album and you will see a list of albums that have been uploaded by website users.
If you would like to upload some pictures of your own, it is easy. When viewing the picture gallery click on the "Your Album" link as shown below. An album will be created for you, and you will be invited to upload your pictures.
If your album already exists the procedure is a little different. After clicking the "Your Album" label, click "edit" in the bottom left corner of the page, then select "Add items" from the menu to the left of the page.
Just in case you haven't been able to get your hands on the August Sport Aviation magazine, you can read a copy here: http://www.sportaviationonline.org/sportaviation/august_2014#pg60
Five fuel gauges available for sale. These are newly refurbished with new gaskets and seals, and have their original springs (but come with a spare spring just in case.)
From the Marcus Bates collection there remains several 150 HP Tigre GIVB engines which are now available for sale.
Spanish Air Force surplus. Stored in a dry climate since the 80's. Various engine times. All need cleaning and overhaul.
This one is an example - Serial Number 6442 with 284 hrs TT.
Most engines range from 200 - 700 hours TT. Includes mags, carburetor, oil pump and fuel pump. Some still in Spanish crate. Some have logs. Some do not.
E-mail for details
There are a number of cowl designs used on the Swiss/Dornier Jungmann that were converted to Lycoming power. Pilatus, Max Daetwyler and APM all contributed to these conversions. Some aircraft also received new wings with a semi-symetrical airfoil, and some of those received a higher turtle-deck, Jungmeister style. ("Fascination Bücker" explains the history and design of these aircraft in detail starting on page 124.) The APM cowl is a particularly clever design that has intrigued Brian Karli:
I have always liked the look of the Swiss APM cowling and often wondered where you could get one. Fearing they were long out of production, I emailed Albert Zeller who steered me in the proper direction. It seems the molds are alive and well at MSW Aviation in Switzerland. Hermann Diebold was kind enough to telephone them on my behalf. He found out that MSW will gladly make you a new APM cowl using carbon fiber.
Here are some pictures of my new cowl being produced.
The cowl is made of three layers of 240g/M^2 woven carbon fibre and incorporates several strengthening layers on the most stressed spots. It is delivered ready for paint and weighs 5.1 kg.
MSW Aviation also makes the engine mount, baffling and airbox for the APM conversion.
If anyone wants this style of cowl, contact MSW Aviation at:
Some time ago there was an item here on the Bucker pages featuring a company called Gaskets to Go. Well, I used their service to make replacement leather covers for Bucker bearings. I could not have been more pleased with their work. The price was very reasonable and the turn around time wasn't bad either.
Basically, you give them a drawing or some dimensions and they go to work. For the leather covers, you use:
Material - Leather
OD - 19 mm
ID - 10.25 mm
Thickness - 1.2 - 1.5 mm
Here is a picture showing the old, greasy covers and the new ones from Gaskets to Go.
Gaskets-To-Go® is a custom gasket manufacturer, with NO tooling or set-up charges and NO minimum order size for most gaskets, and FREE on-line quotations. No order is too small! We can also help you with your molded/extruded rubber and spring & small fastener requirements.
Looks like the August edition is going to be a winner!
This Jungmann has been sold and will be moving to New Zealand!
om Muller's CASA Jungmann suffered an axle failure last year. It has been professionally and expertly repaired and is now ready to be covered.
The aircraft has new modern axles and brakes (also have original wheels and brakes) and fresh epoxy coating on fuselage as well as tail surfaces, struts, flying wires etc.
The asking price for the project is $45,000
A number of firewall forward choices are available.
- A Lycoming O320 ~150 hrs SMOH (bumped up by Lycon to ~180+ hp with 4:1 exhaust, Ellison TBI etc) for $27k
- A Lycoming O320 150 hp core FWF for $12k
- Or Tigre - core- most FWF for Tigre at $8k
Duncan Robertson in the UK has been working with the Light Aircraft Association (LAA) to gain approval for the Krybus/Hickman Lycoming conversion. Happily the LAA are being particularly helpful and have suggested that approval may be granted on the basis of "satisfactory in-service experience."
To achieve this Duncan needs to compile a credible database of conversions, time in service and any issues that have been observed with the conversion.
With any luck this will make the conversion available for anyone in the UK to use.
B & F Technik have just delivered another FK131 lightweight Jungmann replica and have another near completion.
Check thier Facebook page here for pictures and details: https://www.facebook.com/pages/BF-Technik-Vertriebs-GmbH/160172984041139?ref=hl
Hermann Diebold recently got to fly this Jungmeister for the first time after a year-long rebuild of its Siemens engine.
Hermann reports that it was worth the wait. "It was my turn untill almost dark. It was one of the nicest flights I ever had in a Bücker."
Klaus Rieger will be at the Albstadt-Degerfeld fly-in where he will present a talk on his book and tell the full story how he created it. It will be a fascinating session, no doubt!
It is a little strange that when a used copy of "Die Bücker Flugzeuge" comes up for sale, there is typically a feeding frenzy and it will change hands for several hundred US$, but Fascination Bücker has sold only in modest quantities at a far lower price. Perhaps we became so used to news of its imminent arrival that we scarcely noticed when it finally did, or perhaps it was the thought of typing a credit card number into a German language private website that caused people to be cautious. - The shipping charges are also a little steep.
It really is a fabulous book (see my review here: http://sbeaver.com/Bucker/index.php/component/content/article/74-news/latest/833-fascination ) and a book that anyone interested in vintage aviation should own.
There will be a number of US Bücker owners at Degerfeld who will have the opportunity to talk to Klaus and to pick up a copy of the book. If you would like one, let me know. I would be happy to carry a few back and save you the international part of the shipping.
Bucker Prado would like you to see their new Facebook page (created by Jesus Ballester's grandson)
To all Bücker Enthusiasts
We are starting the revival of the legendary Bücker fly-ins that took place in the 1980s at Albstadt-Degerfeld airfield. This year several Jungmeisters from private collections changed ownership and are back in the air. Therefore we would like as many Jungmeisters as possible to join the Jungmanns and Bestmanns and we invite all Jungmeister owners to come and show us their wonderful planes. We also invite all international Bücker enthusiasts to join us, even if they cannot come with their airplanes because they live too far away or on other continents. Degerfeld is located only 50 miles south from Stuttgart airport.
Arrival of Bückers may start on on Friday. On Saturday and Sunday we will enjoy flying our planes. Together, solo, formations, whatever we feel like.
The Degerfeld aero club offers us to use all hangar space and the infrastructure of the field. About 30 Bückers can be hangared over night. I will make hotel reservations nearby at reasonable cost, we also will organize transfer to the hotels. The field offers camp grounds and facilities for those who don`t want to use a hotel room.The restaurant at the airfield will be reserved for us and will offer food and drinks all weekend. It has a wonderful beer garden if weather cooperates. After flying we can use a projector and speakers for all kind of presentations so we can share pictures, videos or watch Bücker movies.
I believe that some of the participants of the 1980 fly-ins will join us even if they cannot come with their own planes any more. Those gentlemen are pioneers from flying times when military offered their Bücker trainers to Aero-Clubs or private parties. They all have great stories to tell. I want to encourage all of you to send me stories on paper, by email, videos, CDs or any other stuff that you would like to share with the Bücker community. Data, facts, technical documents, anything that is interesting for Bücker owners and pilots. Everybody is welcome to present Bücker material during our fly-in.
Klaus-Jochen Rieger is now very close to publish a new Bücker book that he created following the legendary book „Die Bücker Flugzeuge" by Erwin König. He will certainly join us and tell us about the immense work he did to put this great new book together.
Artur Düsterhöft of the Bavarian-Bücker-Formation-Flyers will present stories about their travels to the East and far North of Europe in their Bücker planes.
Please let me know soonest whether you will join our Bücker fly-in andlet me know how many persons will join and whether you want me to take care of the hotel arrangement for you.
We are looking forward to welcome you and we hope that we will have the chance to exchange a lot of Bücker stories, experiences and expertise about our great Bücker airplanes.
Mit freundlichen Grüßen
Hermann Diebold + Jürgen Hüfner for LSV Degerfeld
work fax: +49-7477-871-53
Mailing address: Hermann Diebold, Konstantin-Killmaier-Weg 19, D-72379 Hechingen, Germany
jetzt steht es fest, wir machen unser lang angekündigtes Bückertreffen
am Degerfeld im Geiste der legendären Treffen der 80er Jahre als sich bis zu 50 Bücker am Flugplatz getroffen hatten. Im Mittelpunkt soll dieses Mal die 133er Jungmeister stehen.
In 2013 haben mehrere flugfähige Maschinen aus privaten Sammlungen neue Besitzer gefunden. Es wäre schön wenn möglichst viele 133er zu unserem Treffen kämen.
Anreise ist schon am Freitag möglich. Wir machen ein fly-in ohne offiziellen Flugtagcharakter. Dadurch brauchen wir keine Sicherheitseinrichtungen wie Absperrungen oder Feuerwehr und auch keine Zulassung durch das Regierungspräsidium. Wir können also vor allem frei fliegen wie`s uns gefällt, alleine, zusammen, Formationen einfach alles was uns Spaß macht.
Der Verein stellt uns die Infrastruktur des Flugplatzes zur Verfügung, für die Unterstellung der Bücker Flugzeuge stehen uns alle Hallenplätze zur Verfügung, so dass die meisten Bücker Flugzeuge (ca. 30) einen trockenen Unterschlupf finden werden. Übernachtungen sind in der näheren Umgebung in Hotels verschiedener Preisklassen möglich, der Transfer wird von uns organisiert. Die Hotelreservierung mache ich für Euch. Es könnte allerdings sein dass diese Übernachtungen bezahlt werden müssen falls Personen die reserviert haben, nicht kommen können und die Hotels die Zimmer anderweitig verkaufen könnten. Albstadt ist sehr aktiv mit Rad-Events und es könnte uns an diesem Wochenende treffen. Camping am Platz ist ebenfalls möglich.
Die Flugplatzgaststätte steht uns die ganze Zeit zur Verfügung, dort können wir uns mit Essen und Getränken verwöhnen lassen, die Gartenwirtschaft mit Blick auf den Flugplatz ist wunderschön, vor allem wenn das Wetter passt. Am Abend können wir mit Beamer, Leinwand und Lautsprecheranlage alles präsentieren was wir einander mitteilen wollen.
Von den Teilnehmern der Treffen der 80er Jahre werden wohl einige nochmals zu uns kommen, sicher nicht mehr in der eigenen Maschine aber sehr wohl als heute noch begeisterte Pioniere der Bücker Fliegerei der damaligen Zeit. Zusammen mit ihnen wollen wir deren Zeit wieder aufleben lassen und natürlich die Szenen von damals wieder in Erinnerung rufen.
Am Degerfeld ist die Bücker D-EFMH stationiert die früher dem Sänger Reinhard Mey gehört hat. Ich werde Reinhard Mey zu unserem Treffen einladen und hoffen dass er vielleicht zu uns kommen wird.
Ich möchte Euch auffordern mir Geschichten zuzusenden über Eure Bücker Erlebnisse die Ihr mit anderen Bücker Fliegern austauschen möchtet. Daten, Fakten, Bilder, Berichte, alles was interessant ist wird dann auf DVD zusammenfassen und an interessierte Teilnehmer des Bücker Treffens ausgehändigt. Wer interessante Geschichten hat und diese persönlich präsentieren möchte ist herzlich dazu eingeladen.
Klaus-Jochen Rieger bringt in Kürze sein neues Bücker-Buch heraus das er in der Nachfolge zum legendären Buch „Die Bücker Flugzeuge" von Erwin König verfasst hat. Er wird sicher kommen und über seine mühevolle Arbeit erzählen die zur Herausgabe seines Buches geführt hat. Artur Düsterhöft hat schon zugesagt über die spannenden Bücker Ausflüge mit seinen Kollegen nach Osten und in den hohen Norden zu berichten.
Bitte gebt mir möglichst bald eine Rückmeldung an untenstehende Adressen ob Ihr zum Bücker Treffen kommen werdet. Bitte nennt mir auch die Anzahl Besatzungsmitglieder und ob Ihr eine Hotelunterkunft benötigt. Wir freuen uns auf Euer Kommen und gute Gespräche, Austausch von Erfahrungen und viel Spaß bei uns mit Euren tollen Bücker Flugzeugen.
Mit freundlichen Grüßen
Hermann Diebold + Jürgen Hüfner für den LSV Degerfeld
tagsüber fax: +49-7477-871-53
Post: Hermann Diebold, Konstantin-Killmaier-Weg 19, D-72379 Hechingen
I have a long CASA 1131 parts list for sale.
A list with pictures can be downloaded here: CASA-1131-spares-for-sale.docx
Clemente Ros Martínez
here is a link to some of my photos taken at another excellent Bucker fly-in last weekend. Thanks as ever to the guys at Gillespie for putting on such a fun event. Feel free to pass on the link to anyone interested.
Zak Clement in the cockpit, with Jerry Wells.
Not everyone gets their tail-wheel endorsement from a Bücker airshow pilot!
Gilles has some fun over south central France.