Andre Fuchs kindly shared these spectacular pictures.
The picture was taken this Year on May the 31. during a sunset flight with my Swiss Jungmeister D-EMKP built in 1940, next to EDAK northbound Dresden.
During that flight I met a Messerschmitt Bf 108 "Taifun". The Photographer is Stephan Franke a friend of mine. - Andre.
Larry Ernewein has made numerous updates to the Tigre document he and Karl Pfister wrote and kindly shared via this website.
You will find the new document in the Downloads section of this website. Navigate to "Engines" then "The Tigre" or just click here. This is the best way to get a copy that you can print and take to the hangar.
You can also view it in your browser by clicking here. Once again, thank you very, very much Larry and Karl.
The Bréguet XIV may not be as glamorous or quite as well known as some WW 1 aircraft, but it is a very special and successful aircraft none the less. A light bomber and observation aircraft it was faster than many scout/pursuit aircraft of the day. Designed by Louis Bréguet, variants used several types of engine, including the immense Liberty V12.
Gilles recently had the unimaginable privilege of flying a Bréguet and answering my recent request for some European content sent the following report, presented here in both the original and my best guess English translation:
Un peu de vent d’autan, pas vraiment gênant sur la piste 10 avec une dizaine de kt stables. Une visi et une lumière magnifiques et une chaleur estivale plus vraiment de saison fin octobre, même si c’est la traditionnellement la belle saison par ici dans le Sud-Ouest.
On est tout seuls à voler, un méchant NOTAM interdisant l’accès aux avions non basés jusqu’à 18h, même si le personnel affecté à de mystérieuses mesures acoustiques a déserté son camion pour anticiper son week-end dès la fin de la matinée! Et dire que j’ai dû y aller en voiture, pour rien!
La bête est impressionnante, immense, haute, et lourde: 2 tonnes à sortir du hangar et à mettre en l’air grâce à 50 m2 de voilure...
La face avant est une insulte à l’aérodynamique, gigantesque et bien perpendiculaire au vent relatif. Les grandes ouies de sorties d’air de refroisissement témoignent de quelques difficultés de mise au point avec les températures moteur. L’hélice est monumentale, à l’échelle du bestiau. La curieuse cornemuse d’échappement est fonctionnelle et crache un vigoureux nuage de fumée noire au démarrage du Lycoming 350 CV bien caché derrière la façade en porte de hangar.
A bit of "vent d’autan" is blowing, a southerly wind well known in this part of France but not really a problem on runway 10 with a steady ten knots. Clear skies, good visibility and a summer like temperature . Truly late October is beautiful here in the Southwest.
There is a nasty NOTAM in effect denying access to non based aircraft until 18:00 hrs, although the guy who enforces this has deserted his truck to start his weekend at the end of the morning! And to think that I drove rather than flew here for nothing!
The beast is impressive, huge, high and heavy 2 tons out of the hangar and with 50 sq meters of wing ...
The nose is an insult to aerodynamics, gigantic and just about perpendicular to the relative wind. Large cooling air outlets indicate some difficulty with engine temperatures. The propeller is monumental in scale. The curious rhino horn exhaust pipe is functional and spits out a cloud of thick black smoke when starting the 350 hp Lycoming engine, carefully hidden behind the front door of this garden shed of a cowling.
Les deux paires de mâts de chaque côté entrainent un haubannage inhabituel, et des forêts de cables se croisent partout et dans tous les sens dans une sorte de Mikado dont la rationnalité échappe à priori.
L’aile inférieure est probablement plate, mais donne une curieuse impression de dièdre négatif d’assez mauvais aloi.
L’accès à la place pilote tient de l’escalade d’une falaise, à l’aide de marchepieds creusés dans les flancs: plus facile néanmoins que d’en redescendre, car là il faut retrouver les marchepieds à tâtons, en marche arrière et sans les voir.
La place pilote est immense, on pourrait presque y mettre deux personnes côte à côte confortablement. La taille et le débattement du manche sont à l’échelle, à tel point que l’on doit enlever les bretelles des épaules et se pencher en avant pour atteindre la butée manche avant! Luc me rassure: en vol on ne risque pas d’avoir besoin d’un tel débattement... Tiens, curieux, le manche a deux poignées parallèles! Luc me dit que je comprendrai pourquoi...
Très haut perché, on y a une belle vue sur l’extérieur. Un peu moins vers l’avant, mais infiniment mieux, quand même, que de la place arrière d’un Bücker!
The two pairs of struts on either side lead to a unusual bracing system, and a forest of cables criss-crossing everywhere and in all directions in a kind of Mikado whose design defies logic. The lower wing is probably flat, but gives the odd impression of having anhedral.
Entry for the pilot is like climbing up a cliff with steps carved into the sides: nevertheless it is easier to get in than to get out again, for then one must regain the footsteps groping in reverse and without being able to see them.
The cockpit is huge, you could almost put two people side by side comfortably. The size and throw of the stick are such that one must remove the shoulder straps and lean forward to reach the down elevator stop! Luke reassures me: in flight is not likely to need such a movement ... And, curiously, the stick has two parallel handles! Luke said I would understand why ...
Sitting very high up, there was a beautiful view outside. A little less to the front, but infinitely better than from the back seat of a Bücker!
Luc me briefe rapidement depuis la place arrière: les paramètres sont simples. Montée à 130, croisière à 130, approche et atterrissage à 130. Kilomètres/heure, oui.
Démarrage sans histoire mais bruit et régime inhabituels du 6 cylindres réducté.
Roulage classique d’un train classique à roulette de queue folle: à coups de freins et de gaz, que j’essaie difficilement de garder mesurés.
Décollage sans histoire, les ailes immenses portent bien mais le moteur peine à faire monter cette énorme masse et à tirer cette énorme voilure: ça monte tout doucement donc, faut juste pas être pressé.
La profondeur est assez lourde mais très stable, le réglage du trim et la tenue de vitesse sont très faciles et plaisantes y compris à l’approche et l’atterrissage qui sont sans problème.
Le gauchissement, par contre, est très lourd et là, on comprend tout de suite la raison du manche à deux poignées: on est bien content d’y aller à deux mains pour le contrôle latéral, d’autant que le Bréguet n’est pas du tout stable sur cet axe. Il embarque en permanence et tenir l’inclinaison nulle est une occupation de tous les instants, vraiment fatigante! On repense à l’aile inférieure et on se conforte dans l’idée qu’un peu de dièdre aurait sûrement aidé... De plus les deux seuls ailerons sur cette immense voilure sont bien peu efficaces: bref, on galère un peu.
Luc briefs me quickly from the rear seat: the numbers are simple. Climb at 130, 130 cruise, approach and landing at 130 kilometers/hour :)
Starting is uneventful though the sound from the six cylinder geared engine is somewhat unusual.
Take off requires the typical rudder and some brake as I try to keep straight. We are off without drama, the huge wings are doing well but the engine struggles to climb this huge machine: it goes up slowly so you just need to not be in a hurry.
It is quite stable in pitch and the elevator trim makes it easy to maintain the proper speed, approach and landing being no problem.
Roll, by comparison, is very heavy and now we understand why the two handles on the top of the stick: it takes both hands to the control it, especially as the Bréguet is not stable at all in this axis. It wanders all the time and takes constant input to keep the wings level, really tiring! Thinking back to the lower wing it is hard not to conclude that a little dihedral would surely have helped ... And having only two ailerons on the huge wings are ineffective at best.
Tout cela ne donne certes pas envie d’aller faire des virages à 60 degrés d’inclinaison, mais en virant à 15 degrés et en anticipant beaucoup les trajectoires on guide quand même la grosse bête assez précisément en tour de piste et on y prend vite plaisir: on trouve quelques instants pour goûter la vue des vergers du Tarn et Garonne qui défilent lentement sous l’immense voilure et la forêt de câbles désordonnée. La position très haute du poste de pilotage, avec les yeux proches du plan de l’aile haute, donne l’impression de voir l’avion de dessus, presque comme si l’on n’était pas dedans. C’est très étrange, vraiment inhabituel...
L’approche est très facile, parfaitement stable. Quel bonheur: jusqu’à l’arrondi, on voit la piste!! Le pilote de Bücker en est tout émerveillé... Pas de doute, ça aide. L’arrondi non plus n’est pas difficile, garder l’assiette 3 points en vision périphérique et tirer, tirer le manche à deux mains jusqu’au menton pour la conserver malgré la diminution de vitesse, et ça touche gentiment 3 points, on repart pour un touch and go.
Un autre tour de piste confirme les impressions du premier, et l’atterrissage complet est vraiment sans problème. Luc avait insisté sur la nécessité d’être très actif au palonnier pour l’empêcher de partir en cheval de bois incontrôlable. Je suis donc très vigilant, mais comme il roule tout droit sans histoire, je me contente de ne surtout rien faire et tout se passe très bien.
Retour au parking émerveillé, conscient d’avoir vécu un moment exceptionnel sur une machine vraiment atypique. Quelques pensées historiques sur l’évolution de la conception des avions, leurs qualités de vol et pour nos anciens qui ont défriché la Ligne avec ces machines au caractère si particulier, autrement sollicitées par des conditions de relief et d’aérologie sans commune mesure avec mon vol d’aujourd’hui... Tout a été dit et écrit sur ces pionniers, mais jamais jusqu’à présent je n’avais réalisé qu’ils devaient aussi disposer de réelles qualités athlétiques!
Un grand, grand merci à Luc pour son invitation!
All this certainly discourages 60 degree banked turns, but banking at 15 degrees and anticipating the behavior of this big beast allows for some quite precise turns and we quickly settle down and find a moment to enjoy the view of the orchards of the Tarn and Garonne marching slowly under the huge canopy and the forest of messy cables. The high position of the cockpit, with the pilot’s eyes almost in line with the top wing gives the impression of seeing the plane from above, almost as if we were not in it. It's very strange, very unusual ...
The approach is very easy and perfectly stable. And what joy during the the flare - we can see the runway !! The Bücker pilot is quite amazed ... It certainly helps. Rounding out is not hard either, maintain the 3 point attitude, keep the runway edges in the peripheral vision and pull, pull on the stick with both hands almost to the chin to keep the nose up despite the decreasing speed, and it touches gently on 3 points, we depart for a touch and go.
Another circuit confirms the impressions of the first one, and completing the landing is really no problem at all. Luc had stressed the need to be very active on the rudder to stop it from swinging. I am very vigilant, but as it rolls straight uneventfully, I don’t need to do anything in particular and everything is goes well.
Back on the ramp I am amazed amazed, conscious of having experienced a fantastic time in a truly unique machine. Some historical thoughts on the evolution of aircraft design, flight qualities and thoughts of our forebears who patrolled the lines with these machines in such different circumstances to my flight today ...
Much has been said and written about these pioneers, but not until now did I realize that they were also real athletes!
A big, big thank you to Luc for the invitation!
I recently published an article about the Degerfeld Bücker meeting here and as a way of saying thank you to the hosts for their generosity in conducting most of the meeting in English, I posted the article in German as well as English. I am lucky to have family member fluent in that language.
The experiment turned out to be fun and I learned a lot in doing it. I occurred to me that it would be nice to continue this idea and to publish more articles in languages other than English. Bücker flying is a truly international interest. Could we make this website the same way?
My ability to write in European languages is small, but these days translating from most languages is not too difficult. If you would like to submit something for the Bücker Pages in German, French, Spanish, Italian or other language, please send it to me. I will publish it here alongside an English translation.
Air-Res have greatly expanded their Jungmann based product line and have a spectacular new website so show it off.
www.bucker-jungmann.com allows you to order and customize a new aircraft with the engine of your choice, to order a kit to any stage of completion, or order any parts you need for a Czech or Spanish Jungmann.
Visit the Air Res Aviation page on this website for more information.
I posted a film of the first taxi trial of my Bücker at Santa Paula airport in California. The Tigre sounds great!
I just found this tribute to Frank Price on pages 16 to 21.
Fernando Siveris Xavier has sent some pictures of famous Brazilian aerobatic pilot Alberto Bertelli.
PP-TEZ was piloted by Alberto Bertelli, the leading ace of the Brazilian acrobatics. He died in his sleep during December 1980.
Your aircraft is today on display at the Brazilian Aerospace Museum.
It is one of the most beautiful stories of aviation that I know. Alberto Bertelli and his Bucker were inseparable.
His ability to fly the Bücker, mainly performing acrobatics, was so exceptional that it was the only CIVIL flying permitted in the Air Demonstration Squadron of the Brazilian Air Force, popularly known as "Smoke Squadron".
Fernando Siveris Xavier.
There are some Youtube videos of Alberto Bertelli's flying. I particularly like this one that shows just what could be done with the "standard" German airframe and 100 HP Hirth engine.
Thank you Fernando
Rich Davidson (of the Lee Bottom airport and the Wood, Fabric and Tailwheel flyin) has a Facebook page he calls "People Posing with Aircraft." https://www.facebook.com/groups/peopleposingwithaircraft/
On that page, Brian Karli found this picture of three CASA Jungmann imported into the UK by Spencer Flack. The "person" in this case being identified only as the photographer's ex-girlfriend.
Brian also found pictures of two of those aircraft as they are today:
I have for sale Engine LOM 332 AK from my fatheris not in a position to complete his Bucker Jungmann BU 131 project.
The engine is in the Czech Republic at AIR SERVICE BMZ, This engine is able to run on 95 octane fuel (including ethanol fuels. It was manufactured in 2001 and has 501 hrs. Price negotiations 22,000 EUR.
I am able to arrange delivery of the engine to Fargo, SD for US for a US buyer
T +420 318 532 223
M +420 606 776 702
This YouTube movie is awful! The background music drowns out the barely audible commentary, what commentary you can hear is often inaccurate and, as usual most of the flying sequences are from movies made long after WW1.
It does have at least one redeeming feature, however. Much of that footage is from the movie "D-III-88: The New German Air Force Attacks" (1939) where the part of the Royal Flying Corp is played by Bücker Jungmann (with naked landing gear legs). The best bits are at about 0:58:00 into the movie. There is about 4 minutes of very nicely flown Jungmann aerobatics. There are more Bückers elsewhere in the film, but finding them may be painful :)
A number of French Bücker pilots started out on the flight to the Albstadt-Degerfeld Bucker fly-in. It was a long trip, much of it over dense forest or other inhospitable terrain. As usual, the engines ran in "auto-rough" at any time a landing was not possible, but also as usual, made it to a safe landing every time.
Unfortunately the weather over southern Germany didn't cooperate and the flight never made it to the fly-in. Happily though an invitation was received from Bernard Charbonnel at Dijon-Darois so a diversion was made and an impromptu Bücker fly-in was held there. (Bernard "Charbo" is restoring the ex-Marcus Bates Jungmeister)
Dijon-Darois is the home of the Brietling jet formation team (L39s) which is preparing for a two-year tour of the USA.
The weather at Dijon-Darois was great so a lot of flying took place. Pilot's tried each other's aircraft and there was even rumored to be some combat between Gilles Tatry's Jungmann and a Hawker Sea Fury :)
All the pictures from the event can be seen here: Dijon-Darois Pictures
What better way to receive your copy of "Fascination Bücker" than by Bücker airmail?
John LaBarre takes delivery of his book at the Grimes/Urbana airport. Home of the MERFI fly-in
While traveling in Germany and Slovakia this summer Dr. Tom Muller met Victor, a former Messerschmitt Me 163 Komet pilot. Tom said:
Victor soloed at 14 and was training in the ME163 at 16 when they ran out of rocket fuel in 1945.
He said they flew gliders first then Jungmanns and the best went on to Bf109s or FW190s after Jungmeister flying if possible, and the ones who didn't do so well in Jungmanns went to the FW44 Stieglitz, and then to bombers or transports.
He was chosen for 163s due to his small build and weight! He still flies gliders and is still going strong.
There is a Komet replica flying today. Without the rocket engine, fuel tanks, armor and weaponry it weighs only a fraction of the original, but is otherwise a faithful replica.
Brian Karli spotted this picture in a recent Sport Aerobatics magazine and wondered if anyone knows the whereabouts of the aircraft now. It is E3B-146 and has an O-360 engine.
Both Jesus Ballester and a reader in Norway wrote to point out that this is probably not a CASA aircraft, but a Czech C-104 serial number 146.
From the Erwin Konig book : Czech Air Force, then Czech Aero Club as OK-AQJ (later OK-AOZ?), then Swiss reg HB-USZ. From July 1960 German reg D-ELFY, and from Oct 1967, US reg N102M. From the FAA registry the current registration is N131FD which is located in Texas. - Thank you!
Before Air-Res took over production of the Jungmann replicas previously produced by Serwis Samolotów Historycznych (SSH) in Poland, SSH president Janusz Karasiewicz had been working on a Jungmeister replica with an in-line engine, similar to the original prototype.
Benoit Dierickx (Deer-Ricks) - yes, the R/C pilot who flew at Degerfeld - now owns the aircraft.
SP-YBK is powered by a six cylinder LOM337 and "Performace" propeller making 210HP at take-off. Should be quite a performer and, I would imagine, one of the fastet Jungmiesters around. Benoit currently flies a Stampe SV4B from an airport south of Brussels.
The Jungmiester's engine was checked and tested by the LOM factory, before being reinstalled by Zlin-Avion at the famous Otrokovice airport in the Czech Republic. Benoit is working through the administrative details prior to the first flight.
Update: Several more pictures have been added to he album thanks to Joe Vasile.
People arrived at Albstadt-Degerfeld from several countries: Switzerland, Australia, France, Belgium, England, Canada and USA. Most of the attendees came from around Germany of course. With so many nationalities represented, language might have been a challenge, but the organizers generously held most of the presentations and talks in English. This kindness was very much appreciated.
Die Menschen kamen aus vielen Ländern in Albstadt-Degerfeld an. Sie waren aus der Schweiz, Frankreich, Belgien, England, Kanada, and den USA. Die meisten Teilnehmer kamen natürlich aus Deutschland. Wegen den verschiedenen Nationalitäten war die Sprache bestimmt ein Hindernis gewesen, aber die grosszügigen Veranstalter haben die meisten Präsentationen und Vorträge auf Englisch gehalten. Diese Freundlichkeit wurde sehr geschätzt.
Unfortunately a stationary cold front was located over southern Germany for most of the weekend, bringing cloudy skies, light rain and mist, but as our late friend Gordon Clement famously said "Its really all about the people", and so it was.
Leider gab es fast das ganze Wochenende lang eine stationäre Kaltfront über Süddeutschland. Sie brachte bewoelkte Himmel, leichtes Regen und Nebel, aber wie unser lieber Freund Gordon Clement einmal sagte, "Es hat wirklich nur mit den Menschen zu tun." Und so war es!
Several pilots started out from France to make the long flight to Degerfeld, but they too were defeated by the weather. All was not lost, however. There was a fly-in at the Dijon-Darois (LFGI) airport so a diversion was made to that event. (Pictures here soon)
Mehrere Piloten wollten den langen Flug nach Degerfeld von Frankreich machen, aber sie wurden vom schlechten Wetter verhindert. Alles war nicht völlig verloren, weil ein Fly-in am Dijon-Darois (LFGI) Flugplatz stattfand, und die Piloten dorthin flogen.
Larry Ernewein inspecting a Tigre :)
By dinner time on Friday about 40 people had arrived and were treated to a series of rare movies and photographs presented by Ullrich Hünger, as well some excellent German food, wine and beer. Already the meeting was turning into a very special event as old friends were greeted, and new ones made.
Am Freitag beim Abendessen waren etwa 40 Menschen dabei. Sie haben einige ausgezeichnete Filme und Fotographien (von Uhlrich Huenger vorgestellt) gesehen. Sie haben köstliches deutsches Essen, gutes Bier und feinen Wein genossen. Die Versammlung war bereits ein ganz besonderes Ereignis. Alte Freunde wurden begrüsst und neue Freundschaften geschlossen.
Guess where the Jungmeister parked
On Saturday morning, the weather was still poor and flying looked unlikely. Hermann Diebold instead organized visit to the nearby and spectacular Hohenzollern Castle, ancestral seat of Prussian royal family and backdrop to many Bücker videos. Part way through the castle tour, however, there was a change of plans. A telephone call was received to say that three Bückers had arrived from Switzerland and were waiting at the airport! Back to the airport at full speed and sure enough, there were Paul Mistelli and members of the Swiss Bücker squadron.
Am Samstag Morgen war das Wetter immer noch schlecht und die Möglichkeit für Flüge schien nicht günstig.
Hermann Diebold organisierte einen Besuch an die nahe liegende Burg Hohenzollern, Stammsitz der preussischen Familie und auch Kulisse für viele Bücker Videos. Während der Besichtigung der Burg gab es plôtzlich eine Veränderung der Pläne. Ein Telefonanruf wurde empfangen. Drei Bückers sind aus der Schweiz angekommen und warteten auf dem Flugplatz! Alle eilten mit voller Geschwingigkeit zurück zum Flugplatz. Dort waren Paul Mistelli und Mitglieder der Schweizer Bücker Geschwader!
More people began to arrive by road and by air. Two LOM powered Jungmann, a B&F Komet biplane and more Bückers still. By the end of the day there were about 12 Bückers on the field and the weather had improved to the point where a little formation flying was possible.
Noch mehr Leute kamen in Autos und in Flugzeugen: zwei LOM betriebene Jungmanns, ein B&F Komet Doppeldecker und noch mehr Bückers. Am Ende des Tages befanden sich etwa 12 Bückers auf dem Feld und das Wetter hatte sich soweit verbessert, dass ein kleiner Formationsflug möglich war.
At the end of the day as the aircraft were being pushed into a hangar for the night, there was another surprise. Benoit Dierckx and his wife had driven all the way from Brussels with his superb 50% R/C Jungmeister model. If you have watched Benoit's videos on Youtube you will know that his flying is incredible. In person it is even better. Unlike most R/C pilots, Benoit flies his Jungmeister exactly like the full sized aircraft making it difficult to tell you are watching a model. It was a remarkable display and made a great end to the day.
Am Tagesende, als die Flugzeuge für die Nacht in einen Hangar geschoben wurden, gab es eine Überraschung. Benoit Dierckx und seine Frau waren den ganzen Weg von Brüssel mit seinem hervorragenden 50% R/C Jungmeister Modell geflogen. Wenn Sie Benoits Videos im YouTube gesehen haben, werden Sie wissen, dass sein Fliegen unglaublich ist! Live gesehen ist es sogar noch besser! Im Vergleich zu den meisten R/C Piloten fliegt Benoit seinen Jungmeister genau so wie man die großen Flugzeuge fliegt. Es ist erstaunlich, dass man eigentlich ein Modell beobachtet. Es war eine bemerkenswerte Leistung und war ein tolles Tagesende
Dinner on Saturday night was attended by well over 100 people. More great food and drink of course, but this time accompanied by presentations and talks by a number of well known Bücker experts and historians. After an introduction by Hermann Diebold, attendees enjoyed hearing Klaus-Jochen Rieger talk about the creation of his book "Fascination Bücker Aircraft". Helmut Hüfner spoke about the early days of importing CASA 1131 aircraft from Spain, Peter Funk spoke about his company's "Light sport" Jungmann, Gert Bender told stories of motor cycle racing and of his many years of Bücker flying, Ullrich Hünger showed some more movies, and finally Miklos Schermer Voest finished the evening with a selection of his movies.
Über 100 Besucher nahmen am Samstagabend am Abendessen teil. Natürlich gab es mehr gutes Essen und Trinken, aber dieses Mal gab es Präsentationen und Vorträge von sehr bekannten Bücker Experten und Historikern. Nach einer Einführung von Hermann Diebold, freuten sich die Teilnehmer an Klaus-Jochen Riegers Beschreibung der Entstehung seines Buches "Fascination Bücker Aircraft." Helmut Hüfner schilderte den Anfang des Imports der CASA 1131 Flugzeugen aus Spanien. Peter Funk beschrieg seine Firma "Light Sport" Jungmann. Gert Bender erzählte Geschichten von Motorradrennen und von seinen vielen Jahren des Bücker Fliegens. Ullrich Hünger zeigte noch einige Filme, und schliesslich beendete Miklos Schermer Voest den Abend mit einer Auswahl seiner Filme.
Klaus-Jochen Rieger inscribing a copy of "Fascination Bucker"
On Sunday, the weather began to improve as the cold front finally began to move further south. The clouds were not high enough to allow a flight over the castle as was hoped, but it was good enough to allow some flying at least. Aerobatics, formation flying and general sightseeing all took place over the beautiful countryside.
Am Sonntag began sich das Wetter zu verbessern. Die Kaltfront stiess in den Sueden. Die Wolken waren aber nicht hoch genug, um einen Flug über das Schloss möglich zu machen, aber das Wetter war gut genug, einige Flüge zu ermöglichen. Kunstflüge, Formationsflüge und allgemeine Besichtigungen fanden über die wunderschöne Landschaft statt.
The meeting was in every way a spectacular success and many thanks are owed to organizers Hermann and Martina Diebold.
Die Versammlung war in jeder Hinsicht ein spektakulärer Erfolg. Vielen herzlichen Dank an die Organisatoren Hermann und Martina Diebold!
Finally thank you to family members Elsa Bainer and Elisabeth Stettler for the English/German translation.
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
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.
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