Anyone need a set of original CASA seat belts/harnesses?
These ladies were at the Thomasville, Georgia fly-in in the South Eastern United States. In truth Len had no idea the picture had been taken until he he received a copy by email a couple of days ago!
Russ Ward of Vintage Aero in New Zealand wrote to say that they are now manufacturing streamlined landing and flying wires:
Vintage Aero has been producing flying wires and tie rods down here in New Zealand for the past 8 years. We've done quite a few for TVAL, as well as flying wires for a Sopwith Snipe and Bristol Bulldog. We've produced many Tie Rods and tail brace wires for Skybolts, Bearhawks, as well as wing diagonal bracing wires for a Lard Super Solution, Acrosports and so on.
We also produce SS fittings (AN664 only at this stage) for AN673 - AN676 and AN703-AN706 wires.
see www.vintageaero.com for details.
Material of choice is SS 304, all threads are rolled, and all wires comply with AN or AGS specs. We have built 7 mm tail brace wires for Yaks, and can produce 4mm to 9mm wires to order.
Vintage Aero are also the type certificate holder for Warner engines:
Well-known for the little Scarab 7-cylinder radial engine, Warner was one of the few aero companies that did not grow in the heat of WWII, and remained a one-product company with the Scarab and Super-Scarab engines.
We now have access to the type certificate and approval to resume the manufacture of parts for these wonderful little radials.
Express your interest below and we will manufacture parts on demand.
Thanks to Hermann Diebold (again) for providing this copy of a report on the Albstadt-Degerfeld meeting that appeared in Fliegermagazin.
Go to the "Downloads" section and select "Magazines" to download the article, or click on the image above.
Back in 2005 legend has it that a Gulfstream V just purchased by Nike corporation suffered an in-flight gear malfunction. Supposedly someone at the Hillsboro airport in Oregon filmed the aircraft with a cell phone camera and emailed it to Gulfstream. A quick software patch was constructed and uploaded to the aircraft, whereupon the gear came down and the aircraft landed safely.
This weekend Arayan Lias' Jungmann was on its way from Georgia to Michigan when it suffered a minor maintenance issue. I happened to be in my hangar at the time. I made a quick iPhone movie of the offending part, Brian Karli emailed it to the ferry pilot and before long all was well, and he too was on his way to a happy landing :)
At home in Michigan
And to think people pay fifty million dollars plus for a Gulfstream V !
The October issue of "Aeroplane Monthly" magazine had a great article on Bückers. Except for the "Bückers have interchangeable upper and lower wings" thing, it is a very thorough and well researched article.
Visit the Downloads link to the left of this page and select "Magazine Articles", or click on the image above to read the article. There are six files of one page each.
I am happy to report that Air Res in Jasionka, Poland has purchased the entire remaining Bates collection of Bücker engines and parts. The Bates family is happy that the parts will be put back in circulation and made readily available to the Bücker community.
Jerzy Nowak, owner of Air-Res flew to Odessa, Texas to gather the large number of Tigre engines, pistons, oil coolers, oil tanks and bearings. Also in the collection was a large number of Bücker center sections, tail surfaces, ailerons and wings.
The last piece! L to R Matt Bates, Brian Karli, Jerzy Nowak, Marcus Bates Jr. Steve Bates
Air-Res is planning on offering the Tigre engine as an option on their new Jungmanns. A Lycoming option is also being planned. For more information, check out the "Air Res Aviation" link in the menu to the left of this page.
Thank you to Hermann Diebold who has collected many more pictures from the Degerfeld flyin held in September of this year. Head over to the picture gallery by clicking HERE or simply use the Picture Gallery link in the menu to the left of this page.
There are many pictures of the attendees, as well as the aircraft. Thankfully none of me though :)
Thanks again Hermann!
When this beautiful Jungmann was first advertised it was part way through being converted from ENMA Tigre power to Lycoming power. That conversion is now complete and while the aircraft remains for sale, it may now be flown away as a finished properly documented Lycoming powered aircraft.
Award winning Bucker Jungmann. Serial Number E3B-480. Aircraft flown for many years with the Tigre engine. Now in the process of converting converted 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 as professionally finished by Barnstormer's Workshop, Williamson, GA.
Larger pictures and a short movie can be seen by clicking here.
Enrique Micó and partners have completed the restoration of this beautiful CASA Jungmeister.
There are lots more pictures here: http://goo.gl/ZUEyGm
John Nyquist, the last of the "Dallas Bücker Boys" passed away on the 23rd, Ben Morphew reports.
John's "American Jungmeister" was a beautiful machine and in my opinion one of the nicest looking Lycoming cowled JMs. (It was last flown in Uganda but its current disposition is unknown)
Use the "Search" box top-right of this page to read more about this remarkable aviator and his association with Texas Bückers.
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 :)