NYC to Capetown? Frankfurt to Buenos Aires? London to Hong kong? - Nope. The longest (duration) scheduled flights ever were those made by the Australian airline Qantas from Perth to Colombo, Ceylon (now Sri Lanka) starting in 1942. At first the camouflaged PBY flying boats had only three passenger seats and two bunks for the 27+ hour non-stop flight (a number took more than 32 hours), but they later accommodated a few more people. I'm guessing the ringing in the passenger's ears began to subside sometime in the 1960s.
At the beginning of the flight, the passengers were required to stand as far forward as possible, but as fuel was burned off, they were permitted to move aft.
Nothing to do with Buckers of course, but what a fascinating story.
You can read more about this remarkable service in the "Anecdotes" section of this website. It was contributed by retired BA captain and seasonal Aussie Bob Grimstead.
Mira Slovak's Jungmann N707S is one of the most well known Bückers in North America, but sadly one we don't see too often these days, so I was thrilled to receive this letter from Don Vance who explained something about the history of the aircraft and its current configuration. One of the most remarkable things about Bückers, I think, is their versatility. Whether a Hirth 504 powered Bu131a, or a fire breathing 400 HP Price Jungmeister, they are all special and all fabulous - just in different ways. Mira had a particular mission in mind for his C104 and my thanks are due to Don sharing some of that here. You can watch "The Three Amigos" here: http://www.youtube.com/watch?v=J2X--dC8OF0 The longest Jungmann segment is at about 1:27:00 (There are some interesting tales about why Jimmy Franklin was listed as the pilot in the movie credits; Ask Mira or Don.)
N707S is currently offered for sale on a number of brokerage websites. - SB
I have been associated with Mira Slovak and his Bücker N707S, Aero C-104, S/N 211, since 1972. In that original configuration, it probably had more vertical and inverted time than most current Buckers have straight and level. Its appearance was almost identical to N121U that Mira sold to Ernie Gann.
As it aged from all the airshow work , it was to be “finished off” being used in the movie “The Three Amigos”. For that use, it was purposely made to look ugly. They sure accomplished that! It was painted in what was supposed to be a “weathered red” but it came out a sick looking pink color. It was so bad that it had to be repainted before filming began. After I “bolted” Mira in for the flight to Tucson the last thing Mira said was “I hate to stop for fuel en-route the way the Bücker looks, but I’ll just tell people that I’m only the ferry pilot”. I could only say,” Mira with that color you better spell FERRY for them. Anyway, it went to Tucson and definitely got “finished off”! When it got home to Santa Paula, it was dismantled for rebuild. It was several years before that was started.
When that began, NEW wings, engine mount, cowl, landing gear, brakes, wiring and instrumentation were installed and naturally it got recovered. The recover was where I got involved and started a controversy. Since, I was to maintain the aircraft. I insisted the cockpit sides be “metalized”. Mira agreed and we were lucky enough to have Lou Boise (pronounced Boyce) who was doing the rebuild and had the talent to accomplish the task, and to do it beautifully. It is one thing to build new airplanes but quite another when you have to inspect and maintain them year after year.
Then, we started to hear the detractors saying “It’s not Bücker” and “It’s too heavy”. This, from people that have installed different engines, cowlings, brakes and on and on as well one detractor on the weight factor that is probably fifty pounds overweight himself. The other reason we wanted the metal sides is that nearly every Bücker with any time since recover shows cracking and ringworms on the fuselage sides from peoples knees from the outside and seat belts from the inside. Lou also fabricated new fuselage to wing fairings during the rebuild. Also, beautifully done. How many Bückers do you see that have “cobbled” up fairings. The answer is MANY and the reason is that not too many people have the talent to form sheet metal that well. I sure as hell don’t, but wish I did! You can imagine how great it is to do annual inspections, etc.
As the rebuild progressed, Mira decided he would like to fly N707S to Europe. Consequently, Becker nav/com gear, a color big screen moving map GPS and a rudimentary autopilot were installed. Also, it can carry over seven hours of fuel. Who but Mira Slovak can sit in an open cockpit biplane that long? These tanks can be easily removed and the aircraft put back to standard 2-hole configuration.
Clemente Ros Martínez in Madrid has a number of CASA 1131 parts for sale, including engines and fuselages.
I have been looking for a copy of the movie "Cloud Dancer" for years, and finally I found it on YouTube. The story line is so bad I can't even begin to describe it, but the flying is fabulous. Charlie Hillard and Jimmy Leeward did most of it for the movie.
It seems to have been recorded from a live Chicago television broadcast, so you will have to suffer through what looks like 1992 advertisements of questionable taste too. It will be worth it though :) At least you can "Fast-Forward" YouTube.
Hello to everybody,
My work currently is done and I am expecting the first book "Fascination Bücker" coming out of the printing company very soon.
It is now up to you to judge how you will like it after we invested a lot of work into research, writing, photo- selection, compiling, layouting and prove-reading.
Here are some hints on how to order the easy way in order to speed up delivery for you:
-How to order
Please visit our shop below:
-You can pay by Paypal or bank transfer. As soon as the book arrives at our stock, shipment will start with first order in, first book out!
- Within Germany, Switzerland or Austria you are also able to order the book through your local bookstore, by providing the ISBN number to them.
-We hope you will get it soon in all regions and you really enjoy the fascination of these amazing planes.
We tried our best to bring as much interesting information to you as was possible after intense research. Amazing, never published pictures and graphics are combined with a lot of historical details from the beginning of Bücker to the present.
We are also looking forward in receiving some feedback from our readers.
Quoted from TV-NZ:
Two people have walked away unscathed from a plane crash during take-off in south Auckland. The replica vintage bi-plane lost power as it left the runway, barrelling through a fence at Ardmore Airport. The Fire Service says the pair were very lucky.
Spokesman Roy Williams said because the incident happened during take-off they didn't have a lot of altitude and were able to bring the plane down without power. The Civil Aviation Authority is looking into the incident.
This is a Jungmann that was shipped over from Europe for an around New Zealand tour with the Tiger Moth club. Unqualified eyewitness report said that it was a power loss on take off.
Of course this is a genuine Hirth powered Jungmann. Neither a replica nor a Tiger Moth. To fly a Jungmann in New Zealand was a big dream. How disappointing that the venture ended this way. Let's hope the repairs can be completed quickly and D-EAZO can take to the New Zealand skies again. At least there are plenty of repair facilities and vintage expertise in Ardmore.
Bucker Prado SA have just completed a Jungmeister fuselage in their CASA jigs and are offering it for immediate sale as a bare fuselage, or with the woodwork and control system.
With the beginning of the year 2014 B&F Speyer started with delivery of first two customer aircraft of the light sport “FK131 Jungmann”
The replica project which was created on the drawings of the Bücker 131A version is currently in the type certification process in Germany as light aircraft. It is also produced in kit form for Experimental builders and as LSA aircraft.
Meantime the main part of the flight test program has been completed. The recorded performance data are coming very close to the original design. Also static flutter tests had been completed; they prove the design to be free of flutter up to over 400 km/hr!
Where the original A Jungmann had been powered by an 80hp Hirth HM60 engine, the FK131 uses a 82hp Walter engine which is produced in the Czech Republic. The basic design of this engine is also coming from the 1935, but it has been updated in many details to current technology.
A follow-on series of Jungmann are scheduled to be delivered within 2014. At present the demand is exceeding the production capacities.
Please see the FK131 Jungmann page from the menu at left for more information and pictures.B&F Technik Vertriebs GmbH Speyer Anton Dengler Strasse 8
Readers may know that I purchased Bruce Kemper’s Dornier built Jungmann in October. With the help of Pat Quinn we stripped and containerised the aircraft which left Los Angles by sea on 5th November. After a journey through the Panama canal and a visit to most ports on the North American coast including Savannah, New York and finally Halifax Nova Scotia and a few more in Europe besides, the container was delivered on Friday 21st December. Thankfully all our efforts were rewarded as the contents were exactly as we had packed them with no damage or loss.
So I now have in the garage and the back bedroom, various parts of a Jungmann. Currently I am going through the formal process to gain acceptance of this aircraft within the Light Aircraft Association. Without this it will fall under the dreaded Civil Aviation Authority and I will be an old and poor man before it ever flies again!
Now the request for some assistance. This concerns the Hickman/Krybus mount and cowl for a Lycoming engine. The only approved mount in this country is the Bitz produced example for a conical mount Lycoming.
In order to fly in the UK I will have to gain permission to fit the Krybus mount, and to do this I thought it might be wise to gather some information about aircraft already using the Krybus mount, and which countries they were approved / certified for flight in. This would generate some historical data to support my application. I know of 4 or 5 such installations and the owners of the aircraft, but I am sure there are many more out there. I would like to make an appeal for information through the Bucker Pages.
As many of us already know the cylinder studs for the Tigre engines should be rolled and not cut.
It happened on a warm summer evening over northern Germany in 2007. The engine began to shake heavily, lots of oil was coming, as we like it only in the movies...
I was very happy to be close to a private field and within 2-3 minutes on the ground. The engine was still jumping around but I could hardly believe what I saw then. On cylinder 1 all four studs were broken and i could see piston 1 doing it´s work. All nuts had been secured with metal brackets.
After investigating the cause of the stud failure, we assumed that the screw quality has played an essential role. We found that the studs of our engine were cut and i decided to produce new ones from chromium-molybdenum-vanadium hardened and tempered steel: 1.7734 The studs were manufactured in Germany by a certified company : http://www.grohmann.de/
If these engines are overhauled several times, studs in and out, there is probably also a movement of the secured studs in the engine block.
To my knowledge there was a rule in the Spanish military to check the torque every fifty hours. A lot of work.
With our new overhauled 150 hp Tigre ( in 2008 ) we have tightened the new studs with 50 Nm. (Newton-meters) We checked every 25hrs and found some of the nuts with 30 to 35 Nm. It was getting better every check and after 100 hrs we changed to check every 50 hrs. The engine was fine with this more than 300hrs in the last 5years.
In order to produce the studs, special tools had to be made to roll the thread. To allow other Bücker friends to benefit, i ordered six sets of studs and nuts. I have still two sets left over if somebody is interested.
I payed 5756,- EUR for all six sets means 966,- EUR each set and will sell the set now for 600,- EUR. Expensive stuff.
If anyone is interested in the test results and images in more detail, i have more paperwork.
As always happy landings
Click on the Download link, select the "Technical" section and download tigre_studs.zip to see Gottfried's documentation.
Yes, she was one of the most beautiful restored Bücker Jungmann.
After an engine failure on the 16th August 2013 shortly after take - off with only 30 meters under the wings my passenger Martin, the Bücker and me survived a forced landing. The Jungmann saved our lives, we walked away, there was no fire.I sold her remains to Gerard Kok from the Netherlands...
Dale Brooks from Texas worked for over 12 years on this beauty. His workmanship and detail was absolutely the best. It should be again like this ...
(This engine failure is still under investigation and has got nothing to do with the cylinder_studs.)
There are so many interesting Bücker videos on YouTube these days you can spend many hours searching for them and watching them. This one caught Brian Karli's eye:
HB-UVT (formerly D-EDEE, D-EHEP, G-BZVS) is a CASA 1131 E3B-409 and is based at Lausanne-La Blécherette Airport - (LSGL) -
Google maps has a very useful distance measuring tool. You must specifically enable this tool, but once enabled you can use it for a number of aviation related tasks. To learn how to enable distance measuring, see here: https://support.google.com/maps/answer/1628031?hl=en
One of the first things I used this for was to measure the length of a grass runway. I was invited to fly to a friend's strip, but needed to learn some more about it. I simply located it in Google maps, selected "Satellite view", clicked the measurement tool, then clicked on each end of the runway:
1,740 ft (530 M) is plenty for a Bücker :)
You can use the measurement tool to measure the distance between airports of course, although that type of flight planning is better done with something like www.skyvector.com On the other hand, what does the terrain you will be flying over actually look like? Is that pale green area on the sectional chart a nice smooth field, or a rutted bog?
Here again you can use Google maps.
- Type in your home airport and view it on the screen
- Click the measurement tool
- Click on the runway somewhere to mark the start of your journey
- Type in the code letters for your next airport (Google seems to understand these)
- Click on the measurement tool again
- Click on its runway
- Type in the next airport - and so on
Now Google has drawn a straight line between all of your waypoints. Select satellite view (if you have not done so already) and zoom in to the level of detail you want to see. Now you can see the actual terrain over which you will be flying, and make some decisions about whether or not you are really comfortable flying over that sort of country.
Here is another useful tip for using Google maps: Locate some point of interest on the map, place your mouse over the exact point you are interested in, right-click and select "What's here" from the pop-up menu. Now look at the Google maps search bar. It is displaying the lat/long of the point you selected in a format ready to type into your GPS! (If your GPS prefers degrees/minutes/seconds format, convert it here: http://andrew.hedges.name/experiments/convert_lat_long/ )
Thanks Google :)
As readers of this blog will know, Brian Karli and Ron Alexander have just finished their Curtiss Jenny restoration. Ron is well known in the vintage aircraft world and is also the owner of the PolyFiber company. Clearly he knows a thing or two about fabric covering.
Some of the techniques that Brian and Ron used were new to me, so I asked Brian if I could share them here. This is just one sample. To see more, head on over to Brian's Jenny blog. This link will show you most of the posts that pertain to fabric covering. You can search for more.
In my youth, when I learned fabric work, I was taught to use bias tapes around curved edges. All you had to do was pull on the tape and it flexed around the curve without much fuss. Quick and easy. The only bad part about a biased tape was when it shrunk around the curve, the tape width got thinner. So if you were laying a 2 inch tape, it would shrink to 1 3/4 in. Oh well. That's the way it was....
But Ron showed me a better way tonight.
He took a regular tape and glued the center line with some Poly Tack.
When the Poly Tack was dry, the tape was shrunk around the curve.
Start shrinking at the 250 degree mark, then final shrink at 320. Put a piece of thin cardboard under the tape to act as a heat sink.
Hey, wait a minute. Shrinking the tape at the curve. Doesn't that make it smaller? Might as well use bias tape, right?
No! Ron had us shrink the straight pieces too. Now the curve and the straight tape are all shrunk the same amount. The tapes are even. Pretty neat trick and much more professional looking.
No more bias tape for me.
After everything was shrunk, the tapes were Poly Brushed to the fabric.
|Description||Nice original Bucker Jungman equipped with ENMA Tigre engine 150 hp, inverted flight oil & fuel system.
Ellison inyector and electric starter.
Especial wood propeller.
|Airplane time state||Serial Nº 321 (militar)
42 hs since last overhaul 16.02.2009
|Interior||9/10 standar original|
|Avionics||Radio & Transponder|
More details here: http://www.planecheck.com/?ent=da&id=23315
Everyone in San Diego is looking forward to seeing out friends from all over the world in San Diego in June.
Thanks to Nigel Hitchman for the great picture taken on a fine afternoon on Jan 1. Thats John Hickman in U-79, Me in Steve Craig's U-51 and Glen Cruz in my airplane. Picture taken from Dave Stillinger's front seat.
Some changes at my Internet Service Provider require that some fairly drastic updates be made to this website. It will probably act a little strange for a while :)
I'll get the forum and hte document sections back on line as quickly as I can.
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 and let 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
Award winning Bucker Jungmann. Serial Number E3B-480. Aircraft flown for many years with the Tigre engine. Now in the process of converting to a Lycoming 0-320. 0 hrs SMOH. Starter. Krybus mount and cowl. New exhaust. Overhauled Ellison EFS-4 carburetor. New Culver propeller. Inverted fuel system. Original Brakes. German paint scheme. Beautiful workmanship.
Aircraft can be purchased in it's current state or professionally finished by Barnstormer's Workshop, Williamson, GA.
Asking $95,000 flying. $85,000 as is.
Larger pictures and a short movie can be seen by clicking here.
Jungmann fuselage made by Historical Aircraft Services Janusz Karasiewicz in Poland.
Wings with ailerons, center section, luggage compartment with all streamline wooden profiles around fuselage.
Wooden parts made from Polish pine "S" class and glued with epoxy.
Wooden parts are made by Mr. Wieslaw Plonka who made about 70 Bucker Jungmann wing sets for HAS Janusz Karasiewicz.
All these parts are with Polish FAA documents.
This highest quality kit is ready. Price 17500 Euro.
Also there is option for kit which contains:
All above kit plus empennage, landing gear (legs),
All metal sheets up to firewall, brackets, fuel tank,
Seats with five point seat belts and steering system (with out engine, gauges and main wheels).
In this case firewall to empennage price is 40,000 Euro.
Drewlot Wieslaw Plonka,
Long legged Jungmann taking-off for a few circles in the sky...
... a rare moment of pure happiness overhead Lauragais area between Montagne Noire and the gleaming Pyrénées mountains, in a cristal-clear winter sky and a glaring light, at the stick of a docile, conniving, living airplane merely handled by two fingers...
Happy new year to all of you,
I asked Marcus Jr. how his dad ended up importing so many Buckers and Bucker parts. "Dad was a patent agent and a friend in Washington told dad about the sale. Not wasting any time, he flew to Spain and went to the auction. I think he ended up buying about 20 Jungmanns on his first trip. Later, mom and dad went back to Spain and brought back a few containers of engines and parts."
"We were living in Odessa at the time and dad rented a building close to the Sleimeyer Airport. That's where we kept everything." Robin smiled at me. "I drove the forklift," she said, "and unloaded each of the 100+ engine crates into the building. And I was pregnant at the time with our daughter too," she laughed.
Marcus Jr. continued the story. "Eventually we moved to the airstrip. Dad bought a mile square piece of property and began building his dream. Mom kept beautiful gardens and the Bucker business moved into the large hangar next to the airstrip."
"Around 1979, dad picked one of the Jungmanns and put it together to fly. Mom flew the Jungmann by herself on January 20th. "
"Over the years, mom and dad had many flying adventures together. As kids, we tagged along. All four of us boys became pilots."
Marcus Jr. and Robin told me many funny stories that night. "Dad and mom went to Romania when they heard some Antonov AN-2's were for sale. A local guy showed them around the factory and they walked down the line of parked AN2's. At the end of the day, the man said to mom, "So, which one do you want?" "All of them," she said. And that is how the Bates family came to own nearly a dozen AN2's.
As I poured through the boxes of pictures, one photo stood out. It is a poignant photo of Marcus and Joann standing next to their yellow Jungmann in 1991. If a picture is worth a thousand words, this one is worth two thousand. Marcus is gone now, and Joann lives in an assisted living home. But that evening, they were alive and well in a box of family photos. Thank you Marcus Jr. and Robin for allowing me into their lives and seeing a piece of US Bucker history.
Wishing you a happy, safe holiday, and a new year filled with lots of wonderful flying!
Thank you once more to everyone who so generously contributed their time, pictures, thoughts and commentaries to allow this website to be as informative and fun as it has become.
The shipment is already on its way to its new owner and should arrive just after Christmas. Quite a present!
OK-BSA was recently featured on the cover of Aero Hobby magazine. You can read a copy here (but only if your Czech is up to par :)
It is a not so well known fact that Zlin, makers of by far the finest sports and aerobatic aircraft of the 1960s, were at one time a division of hte Bata shoe company. The government of the old Soviet block moved in mysterious ways.
To understand the problem, there are a few simple facts we need to understand:
To start an engine, it takes some amount of mechanical power. I have no idea what that amount is, but let's take a guess. Let's say that for some particular engine it takes about 2 HP to spin it up to startng speed on a cold morning. How much electrical power does it take to do that?
Turns out that is pretty easy to figure out. The equivalent of 1 HP is 746 watts, which we can approximate to 750. So 2 HP is equivalent to about 1,500 watts
Electrical power in watts is calculated by multiplying the voltage by the current. (Please don't use "amperage", it drives engineers crazy.) From this it is easy to see that (if we assume evverything is 100% efficient at least) a 12 v battery will need to supply 1500/12 or 125 amps. A 24 volt battery on the other hand will only need to supply 1500/24, or 62.5 amps to provide the same starting force.
Here then is the key. When you have a 24v system your battery needs to supply only half the current, and so can be of half the current rating, half the weight , and often half the cost. The mistake people make is to assume that if it takes a 200 amp battery to start an engine with a 12v system, it also takes 200 amps in a 24v system. Not so!
There is another benefit to the higer voltage too. The amount of energy lost to heat in the wiring and cables is proportional to the SQUARE of the current. With a 24v system the current is half that of a 12v system, so only 1/4 as much power is wasted and, the size of the wires may be reduced by a similar factor saving further weight.
Choose your battery and wire sizes carefully and a 24v system will be lighter every time.
Why do we sometimes see aircraft referred to as 28v? It turns out that to properly charge a 12v battery takes about 14.2v. To properly charge a 24v battery takes about 28.4v - For some odd reason lost in the mists of time, we always quote the battery voltage in 12v aircraft, but sometimes the charging voltage when a 24v battery is installed.
The book will not quite be ready for Christmas, but will ship early in the new year. Consider that copies of Die Bucker Flugzeug now change hands for ten times the original sale price! - Just sayin'.
Fascination Bücker Aircraft
authors: Klaus-Jochen Rieger, Christoph Rieger
Former naval pilot C.C. Bücker returned to Germany in 1933 after 10 years of productive work in the Swedish aviation industry, and founded Bücker-Flugzeugbau (Bücker Aircraft Works) in Rangsdorf, near Berlin. With his chief-designer A.J. Anderson he started building light aircraft. The Jungmann and Jungmeister were the most popular and well-known of these. Agile and efficient biplanes, they were capable of advanced aerobatics . The Bestmann was a two-seat, low wing, and more up-to-date model. Their common trade marks were sparkling aerobatic performance and international sales success. The bosses at the Rangsdorf factory were not well connected with the political leaders of the Deutsche Reich, but with the help of former fighter-pilot Ernst Udet, these aircraft became the basic training, practice and aerobatic aircraft for the Luftwaffe. More than 6000 Bücker aircraft were built, but only a few of them survived the fall of the third Reich. Before and after WW II construction was licensed in several countries, and today these old-timers enjoy a great popularity worldwide. In 1970 C.C. Bückers launched renewed production of the Jungmann and Jungmeister, but this was not successful and was soon discontinued. Prior to the turn of the century another attempt to produce a “new” Jungmann was initiated in Poland. The results of this possibly bilateral project remain to be seen.
more than 400 pages quite an amount of technical information
to both aircraft from Rangsdorf and those built under
license are described in detail with numerous pictures
throughout the history of the planes. Reports of modifications
as well as restorations are included. Fascination with
Buecker aircraft of pilots or spectators at the airfields
is still alive and is reflected in this book. With the
support and knowledge of the Buecker communities, many
interesting details or stories are covered.
Estimated publication date: 1.2014
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The Jenny was constructed in and around Brian's home near Atlanta, Georgia and is powered by a 200 HP Hispano Suiza engine. Pretty much the same engine you would have found in an SE5a of the Royal Flying Corp over the trenches of Ypres or the Somme in the summer of 1918.
Ron Alexander, and a host of local volunteers worked with Brian over a period of 7 1/2 years to go from this motley collection of parts:
To this most beautiful treasure:
You can see much more about the project, and listen to the sweet Hisso music on Bian's blog here:
Very many cogratulations Brian and team.