Here is one of the 24 tail wheel assemblies that Charlie Miller manufactured, including the (not shown) locking mechanisms. This one is part of the last project I have going besides my own Jungmann.

All of us, of course, deservedly laud our beloved Jungmann's amazing handling qualities. However, when flying aerobatics I feel the pitch control is a little bit heavy to my taste - I must admit that my Salto aerobatic glider, with its almost zero pitch force, probably shifts my personal scale a little bit. However, the happy ones having flown a Jungmeister feel its lighter pitch control even more pleasant, and I have been thinking of enabling to  slightly lighten the Jungmann's one for years.

If you would like to see a pictorial schematic for a very simple aircraft electrical system, click here to download one. Those contemplating a Honeywell FMS, an auto pilot, heated seats or weather radar should probably not bother :)

There are not many parts of a Bücker that need plating, but the baggage compartment lock is one example. Mine had significant surface rust and so needed restoration.

My engine had a tiny, mysterious oil leak. After each flight the rear of the engine had a thin film of oil on it. Not always enough to drip, but enough to feel or to see on a clean rag. I have never been able to find the source of this annoyance until this weekend.

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 received a phone call recently from a person who needed help in converting his aircraft electical system from 24v to 12v. He wanted to do this, he said, to save weight. Its not the first time I have heard this. Its rather odd though, because if you research the reasons that Piper and Beech changed from 12v to 24v, they cite the desire to save weight!

To understand the problem, there are a few simple facts we need to understand:

Don Vance read of my difficulties getting the O-rings in my landing gear to behave and sent this piece of advice on the subject. It is so good to receive technical information like this. Thank you Don!

Flying, landing, and in fact all aircraft bracing wires are critical to safety. The strength of a biplane lies almost entirely in the bracing wires. Bucker wings, like those of most biplanes, are each attached to the fuselage with a single horizontal pin about which the wings can rotate. This means that there is very little bending load on the wing spars and almost all the operational loads are supported by the wires in tension.

Jésus Ballester has writen a document (which I have crudely translated via Google Translate) that lists the modifications that were introduced by the Spanish air force and by Bucker Prado to counter the difficulties experienced in operating th CASA 1131 Jungmann in training, often from less than perfect runways.

During a recent landing, the axle separated from the landing gear of this Jungmann. No one was hurt, but the Jungmann will require significant repair.


Larry Ernewein and Karl Pfister have updated their document "The E.N.M.A. Tigre" with some new inofrmation on the ignition system, as well as other parts of the engine.

Please view the new version here: The E.N.M.A Tigre- Thsings we have learned.

Thank you Larry and Karl!
Here is an information which might be useful to all of us using an Ellison Throttle Body Injector, whatever the engine:

I took off the Ellison TBI for some work on my Tigre engine, and did not modify any setting. Two months later everything was assembled again, but the engine would not start.

Tigre users know that the original grease system for lubrication of rockers, valve stems and springs is rather poor: it is probably the engine weak link.

Some have improved it by using oil instead of grease, with deeper rocker box covers used as oil sumps. The oil, splashed around by the rockers, lubricates all the parts as soon as the engine starts, and drips back down into the sump, transferring heat from the valves stems and springs to the outside. They are happy with it, and engines opened after 300 hours show no valve guide wear.

These modifications to the fuel system result in a much improved, safer system.

I searched for the cause of my oil pump losing prime when the engine was not run for more that one or two days: I found some cracks in my oil tank flop tube fittings, which prompted me to change it for my old project: a 1/2" inside diameter, 1/16" thick Viton tube with the Goodridge one-way valve as flop weight.

I would like to inform our Bücker enthusiast fellows that they can easily replace their worn tailwheel with this one sold by Wicks (P/N TWNP-5).

Its diameter is the same as the original, but one must machine spacers to fit the axle.

I have done a fairly hefty piece of investigaion on getting an Ellison to work properly on a Tigre IVb (the V seems much less sensitive).
I have uploaded a draft report which I am happy to share with the forum for feedback on the basis that it is an illustrative and not definitive, partially informed view.

Here is some information on an accident that happened to a Bücker here in Spain in Málaga , this Bucker lost the propeller in flight!!!! the crankshaft was broken and the pilot and his passenger landed in a near field both without  any injuries. The pilot did a fantastic job because the area where they landed was full of cables and no any flat surface around, they were very lucky!!!