Bückertreffen 2026
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Here is an update from the organizers of this year's Bücker Fly-In in Großenhain: If you have any questions, please contact Ronald Grössner.
cell: +49-172-4539332
Dear Bücker Friends,
Here is a brief overview of the schedule for the Bücker gathering taking place from June 12–14, 2026, in Großenhain. Arrival is scheduled for Friday or Saturday. If you wish to arrive earlier, please let us know. Hangar space is available for all Bückers. Accommodation is available either at the airfield or at the Hotel Kupferberg.
On Friday evening, we meet at the airfield restaurant (Pizzeria) to spend the evening together. On Saturday, we would like to take a scenic flight with you over the Lausitz Lakes. However, there will also be plenty of time left for conversation and individual flying. For this, we will meet at Hangar 23 (the large hangar) where your aircraft will be parked.
In the evening, we will meet at the former "Flying Museum" at the airfield (the current owner collects aircraft from the Eastern Bloc era). We will fire up the barbecue and wind down the day with complimentary good German beer and other beverages. Prior to that, Jochen Rosenberg will give a presentation on improvements to oil filters and the detection of metal shavings within the oil circulation system. Sunday is at your disposal for further conversation, free flying, and your return journey. If you have any questions, please feel free to contact me.
Cheers Ronald Grössner
Liebe Bückerfreunde,
anbei möchte ich Euch einen kleinen Überblick, für den Ablauf des Bückertreffen am 12.-14.06.2026 in Großenhain geben.
Die Anreise ist ab Freitag oder Samstag geplant. Wer vorher ankommen möchte, bitte Bescheid geben.
Für die Flugzeuge stehen Hallenplätze zur Verfügung. Die Übernachtung kann am Flugplatz oder im Hotel Kupferberg erfolgen.
Am Freitagabend wollen wir uns in der Flugplatz- Gaststätte (Pizzeria) treffen und den Abend gemeinsam verbringen.
Am Samstag wollen wir mit Euch einen Rundflug über die Lausitzer Seen machen. Es soll aber auch reichlich Zeit für Gespräche und individuelles Fliegen bleiben. Wir treffen uns dazu am Hangar 23 ( große Halle) in dem Eure Flugzeuge stehen.
Am Abend treffen wir uns am ehemaligen Fliegenden Museum ( der jetzige Eigentümer sammelt Ost-Flugzeuge).
Wir werden den Grill anwerfen und bei Freibier und anderen Getränken den Tag ausklingen lassen.
Davor wird Jochen Rosenberg uns in einem Vortrag, über Verbesserungen der Ölfilter und der Detektierung von Spänen im Ölkreislauf berichten.
Der Sonntag steht Euch für weitere Gespräche, freies Fliegen und die Rückreise zur Verfügung.
Wenn Ihr Fragen habt, meldet Euch gerne bei mir.
Ronald Grössner
The 2026 European Bücker fly-in is to be held at the historic Grossenhain airfield (EDAK) from June 12th ~ 14th. Ronald Gössner and his team are working on the details now so expect more shortly.
Grossenhain airfield, which is +/- 170 km south of Berlin in Saxony, has a long and storied history. Established in 1914, Manfred von Richtofen was sent there for initial training as an observer. It went on to see active service in two world wars and under soviet control during the cold war when Mig 15s, 17s and later Sukhoi fighter-bombers were based on the airport.
Today the airport is under pressure from land developers, so let's enjoy it while we can! You can read a lot more about the airport here and here.
Stay tuned.
Spring, at last.
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It has been a particularly frustrating winter and early spring in the American Northeast this year. It has either been raining or the wind has howled; often both at once.
It looks like flying weather has finally arrived though. Greg and Chris Stringer were able to get together with Joe Vasile for a day of classic Bücker flying.
Greg was able to fly all three aircraft; his own A-21, Joe's A-57 and the beautiful Jungmeister U-70, while Joe flew two of them. What a day.
A happy Chris Stringer became the world's newest Jungmeister pilot. Congratulations Chris!
Interesting photo
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Joe Vasile was able to snag this picture on eBay recently. Joe thinks the Jungmann may have been part of an air meet/competition in which timed navigation was a component. The letters and numbers may have been used at the various checkpoints to see how close they hit their times. The aircraft in the background appears to be a Klemm KI25. Thank you for sharing Joe!
Latest from AirRes
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AirRes in Poland have just finished these two Jungmann and are getting ready to ship them to new owners in the USA. Maybe you can guess from the colors who the new owners are?
WW2's Most Advanced Weapon (Really?)
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An odd title perhaps, but an excellent movie featuring Taff Smith of the Real Aeroplane Company and the restoration of his latest Jungmeister.
May 2026 Website changes
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Nothing very exciting but I have tried to improve the user experience when using mobile devices. When using a phone or tablet there should now be:
- A menu bar near the top of the screen allowing you to select a website section without having to scroll all the way to the bottom.
- A new Log In/Out menu item has been added to that if you are visiting the forum (say) and find you have forgotten to log in, it is now quicker and easier to find the login page
- A slightly different "User Forum" button/mechanism in the page header
- The search bar has been moved to a new position at the top of each section. I hope this makes it easier to find and use.
As always, please let me know if these changes cause any problems.
SB
ENMA Tigre Components For Sale
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John Hopkins has various Tigre spares for sale as follows:
- Tigre G4B bottom end fully overhauled by Vintech with paperwork. Includes all accessories. Can be supplied with overhauled or non-overhauled magnetos.
- GIVB 150hp engine with serviceable standard bore cylinders and high compression pistons. Originally overhauled by Maestranza Albacete and bench run. Dismantled for inspection and crankcase found cracked. Would make complete engine if combined with above overhauled bottom end or sold separately.
- 2 new valve sets
- 1 new valve springs
- 2 sets magnetos fully overhauled by Tony Stairs (uk)
- 2 new piston ring sets 1st Oversize
- Various used piston ring sets
- 4 replacement condensers for magnetos
- 1 new spring loaded contact set for distributor head
- Various new fluorocarbon (viton) seals for push rod and rocker shaft
- One fuel pump
Additionally I have a set of original tyres and tubes in new condition, (the larger size), one set of new undercarriage seals ex BITZ and a virtually unused set of Neway cutters to suit all angles of Tigre valve seats.Contact for prices.
All located in Devon, UK.
Please contact John Hopkins at +44 7885 037996 or
Squadron Markings
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- Written by: Brian Karli
(See update at the end of the article!)
I was recently paging through Julian Oller’s book Los aviones de Carl C. Bucker and noticed an original picture of Jungmann E3B-616. 
My good friend Rick Surgent owns this airplane and he was happy to see a picture of his airplane in its original markings. But, I noticed something interesting on the cowling. What was this logo?
I was able to zoom into the picture, but it was not very clear. In another Bucker book , I found an artist’s rendering of the same airplane, this time in color.
So, I decided to contact Paco Rivas, who is my reliable “go to” guy for Spanish Bucker Air Force history. As expected, he quickly replied: “The bird is a pelican, the famous 'Ala de Caza Bombardeo número 7' (7th Fighter-Bomber Wing) logo. Based at 'El Copero' Air Base (Sevilla) it appeared mainly on the 'Buchón'.”
So, Rick’s Jungmann was part of a fighter bomber group in Seville, Spain in the 1960’s. You can see the same logo on the cowling of these Spanish Air Force Buchóns (Hispano Aviación HA-1112-M1L, License built Messerschmitt Bf109s with Rolls-Royce Merlin engines)
Brian
Update:
Paco Rivas added that the squadron 7 pilots, as well as their aircraft took place in the filming of the movie "Battle of Britain" and that the reason they chose a pelican as their squadron symbol was the shape of the nose/bill :)
Bücker Items For Sale
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Tom Muller is in spring cleaning mode and has a number of items for sale. These include a set of Jungmann cockpit covers, a Siemens Sh14 engine stand and the lead weight from a CASA 1131 tail post.
Email Tom for details at 
Neil Williams' Last Article
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Neil Williams died on 11 December 1977 while ferrying a CASA 1.111 (Spanish built Heinkel 111 with Merlin engines) from Spain to England. He ran into a mountainside in poor weather North of Madrid. His last article before his passing was written for Pilot magazine and was titled "Flying the Bücker Jungmann". It is a delightful article which you can read in full here.
He has a lot to say about the Jungmann landing gear in particular (reproduced below). Much is clearly well informed while some other of his observations seem to me a bit off base, possibly because no two aircraft seem to behave exactly the same. Let's not let the facts spoil a good story though :) - What happened to those "two small links"? I have never seen reference to them anywhere other than this article.
Flying the Bücker Jungmann (extract)
The Jungmann is fitted with a tailwheel lock, and a large notice proclaims the necessity of making sure that it is locked before taxi, take-off, or landing. This is quite an essential procedure, as some of the ferry pilots had found to their cost. Out of nine Jungmanns which started out from Spain, only six reached France intact. On a grass airfield, into wind, the Jungmann is quite a docile and well-behaved aeroplane: on a runway with a crosswind it is a very different story; the aeroplane seems bent on self-destruction. Strangely enough the Jungmeister supposedly the more advanced aeroplane - is quite straightforward, and doesn't have the same tendency to swing. When one compares the two machines one obvious point emerges: viewed from dead ahead, the wheels of the Jungmann appear 'toed in', while those of the Jungmeister are straight. Combine this feature with the Jungmann's long-stroke soft undercarriage, and all becomes clear.
If a wing starts to lift, even very slightly, the weight of the aircraft is transferred to one side, and the oleo is compressed. The angle at which the wheel is set has the effect of oversteer, and initiates the swing. This is the point at which the pilot, used to harsh corrective measures in such a situation, bangs on full opposite rudder. On a Jungmann this is a thousand percent more than is required, and the usual result is an instantaneous (and often catastrophic) swing in the opposite direction. The engineering officer at Albacete devised two small links which are fitted to the undercarriage support struts and have the effect of altering the geometry so that it compares with the Jungmeister: and this apparently completely cures the swing problem. The Jungmann has one advantage as a trainer, and this is that it prepares a pilot for conversion to a Messerschmitt 109. which I am told on good authority by the Confederate Air Force has an even greater tendency to take its pilot for a ride on landing. This feature, however, is of dubious advantage unless one owns a Me-109.
As well as being affected by oleo compression, the toe-in of the Jungmann undercarriage is further modified by the angle to which the tail is raised, and the behaviour is also altered by the tyre pressure, with the result that it is unlikely that any two take-offs or landings will be the same. This tends to keep Jungmann pilots on their toes (literally) during the take-off and landing phase.
The tailwheel steering is very direct and powerful, and only tiny rudder inputs are needed to steer. The toe brakes are cable-operated, and even if the brake on the rearward moving pedal is held on, the geometry is such that the brake is released at the wheel, so that brake is only available to assist the turn in the direction of applied rudder.
In the initial stages of take-off aileron is of prime importance. If the turn on to the runway has been sharp, the aeroplane can list very slightly on its soft oleos, and it is a good idea to get the wings level as soon as possible to preclude any swing. Coarse aileron is used early in the take-off run to achieve this, and if there is any crosswind, aileron is held into wind with the idea of lowering the into-wind wing. Very little rudder is then required to keep straight, and the aeroplane is flown off with the tail held low. If the stick is pushed too far forward the undercarriage oleos suddenly compress as the weight is transferred forwards. As well as giving the pilot a bit of a fright, this alters the toe-in geometry and makes the aeroplane more sensitive directionally. With the tyres partially deflated, the aircraft is much more controllable on the ground; whilst on grass all its little tricks disappear.
Landing Gear Springs
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Over the years a number of people have attempted to make replacement landing gear springs for the Jungmann. Some have worked for a while, then sagged, others have not had quite the right combination of spring rate and damping. The springs made by Gary Hickman, however, have been very satisfactory. A lot of research and engineering has gone into making these springs. The first batch of 20 sets having sold out, Gary has produced a second batch which he says are "even better":
New Bucker landing gear springs. Solve your sagging springs problem. These work and last landing after landing! Professionally engineered and manufactured.
- Made from Chrome Silicon Wire
- Shot Peened
- Stress Revieved
- Heat Treated
- Wire Diameter - .327” (8.3mm)
- Outside coil diameter – 1.668” (42.36mm)
- Inside coil diameter – 1.02” (25.9mm)
- Free Length 21” (533.4 mm)
Will fit all original Bucker landing gear strut tubes. Single gear spring configuration (no spacers required). Note: Will not fit Krybus or Charlie Miller landing gear struts
$600 per set of 2 springs
Contact Gary Hickman (OWNER: BUCKER JUNGMANN N1947H)
Edge Engineering
www.edgecnc.com
(619) 456-4564
Anniversary
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- Written by: Francisco Rivas
On 5 March 1976, the Jungmann bid farewell to the Academia General del Aire (AGA, General Air Academy), the place where the Spanish Air Force has trained its pilots since 1946. After 30 years of service, more than 2,000 future pilots earned their wings with the venerable Bücker, accumulating a total of more than 175,000 flight hours.
The last 29 Jungmanns (from the academy) were transferred to the Maestranza Aérea de Albacete, where some were auctioned off shortly thereafter beginning a new life in the civilian world (perhaps one is yours?)
Paco Rivas
www.flickr.com/photos/pacorivas__aviacion/albums
Cadet Manuel Luis Ramos Garcia embarking on his first solo under the guidance of instructor Lt. Julio Cesar Tortuero, May 3rd 1973
Nomads of the Air
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Spanish historian Paco Rivas has come through again with some fascinating background on the film "Bolero" mentioned in Brian Karli's story below. Google translate was used to render the article into English and I have attempted to fix up the few obvious errors it produced. There are probably more though :)
From Paco:
As the World is really round, I know the pilot who flew the EC-DAO in the film “Bolero”!. His name is Carlos Valle, now President of the Fundación Infante de Orleans. I was speaking with him last Sunday and he has sent me this magazine report, called “Los nómadas del aire (Nomads of the air)”, relating the background of the filming. Published in the Spanish magazine “Aventura” in 1984 , I think it could be an interesting report about the participation of this Jungmann.
The Nomads of the Air
Crossing mountain ranges, seas, and deserts in a normal airplane is an odyssey that must be considered very seriously. But when a flight of this kind has to be made in an old wooden and fabric biplane, then only a pilot with a deep passion for flying and extensive training will embark on this adventure.
The pilots of the "José Luis Aresti" aerobatic flying club possess neither (all?) of these qualities, and indeed, they didn't hesitate for a moment to point the nose of one of their Buckers toward Marrakech to film scenes for the movie Bolero.
At 10:00 in the morning we were still unwrapping the freshly painted Bücker, and the first problems began to arise. My plane's radio transmitted but received nothing, and the Cessna's battery was dead. Despite having checked everything meticulously the day before, flights in small planes seemed to be cursed by some mischievous imp who messed everything up from the moment you climb any higher in the aircraft. We couldn't waste any time. We decided to take off, me without a radio, and with a less than promising weather forecast. A low-pressure system had settled in the Gulf of Cádiz, sending one front after another across the Strait. The news that the British navy, after staging a pointless diplomatic incident, had to suspend maneuvers in Gibraltar due to the bad weather, certainly didn't help to calm our spirits
The first leg (Cuatro Vientos-Córdoba) unfolds without major difficulties. Low clouds, cold, the occasional shower, and radio silence are minor inconveniences when I consider what lies ahead. After a quick refueling in Córdoba, we continue to Jerez. Once there, new problems arise. Due to the situation in the Strait, the traffic officer refuses to approve the flight plans to Tangier, our objective for the day. We wanted to take the risk because we thought the situation would improve rapidly to the south, but today nothing can be done
The next morning surprised us at seven-thirty in the field, but our imp had gotten up earlier. The Cessna wouldn't start. That battery, or the alternator, definitely wasn't charging. My radio was useless. Now it received but didn't transmit. I decided to forget about it from now on. Mid-morning, they got us a battery with its corresponding charger as "spare" equipment. We were ready to leave. New difficulties with the weather and the traffic officers delayed our departure even further. An Orion took off and then another. Everyone took off except us. But finally, after a convincing intervention by Angel on the radio in which we assumed full responsibility, authorization arrived and we left.
In the middle of the strait, visibility became minimal. Minutes after takeoff, moments before crossing the Atlantic, I notice a strange vibration coming from the engine. Those who have flown the Bücker know its quirks, like coughing, clearing its throat, and sometimes stalling. It always gives warning, though. It's a plane you fly with your backside and ears. These two "sensory organs," aeronautically speaking, can reveal a great deal.
Apprehensions, I tell myself. After all, Tangier is right there, and it'll be time to take a look at what's happening in the nose. The important thing now is not to stray too far from the Cessna; visibility is decreasing due to the squalls, and it's no time to turn back. A half-sunken oil tanker near the Port of Santa Maria reminds me, in case I'd forgotten, that I'm over the sea and that we've passed the point of no return. Subconsciously, I adjust the straps of my life vest The engine vibration still worries me. Flying over water always involves risk. But doing it in this devilish weather, in an old Bücker, and with a fault warning isn't pleasant. I figure if I have to make an emergency landing, I can try it next to one of the many boats that ply these waters. Almost jumping from one to another, the minutes pass and the African coast draws closer. The vibration has decreased until it's almost imperceptible. Tangier is clear and the Cessna, lacking a radio, guides me to the runway threshold. Complicated customs and police procedures. They search absolutely everything, toothpaste included. And I thought this would be on the way back. A glance at the engine and we don't notice anything abnormal. The traffic officer doesn't take his eyes off us. He's realized the radio trick and tells us verbatim:
-The Cessna can continue. The Bücker cannot
We adopted our most cynical expressions and assured everyone that we had solved all our radio problems. Once in the planes, the voices from the Cessna switched to speak for me, and we used the lights with an agreed-upon code for taxiing, aligning, and takeoff. We managed to get off to a flying start and continue to Kenitra, our next stop. We gained altitude in anticipation of an engine failure
The Tangier-Kenitra stretch is kilometers and kilometers of sand, dunes, beaches, the solitude of the Maghreb, and the shadow of the Bücker a few feet below. Everything is going perfectly until, suddenly, the vibration reappears. I check the instruments, everything is fine, and after a moment the problem disappears as suddenly as it came. In any case, the possibility of landing on the sand worries me much less than touching down on the water. Since I can't do anything, I simply climb a little higher in anticipation of an engine failure. All that remains is to hope that the fault doesn't recur
Kenitra appears on the horizon, and we quickly locate the field, a semi-abandoned flying club where a sinister black Volkswagen awaits us. Mohammed appears, an enigmatic character who claims to be responsible for Moroccan production, and immediately leads us to a beach where, he insists, I must land the Bücker. We inspect the beach, beautiful indeed, but I tell him it won't be possible. Even at low tide, it's not suitable for landing; the Bücker's thin tail skid is the problem. We explain to Mohammed the need to prepare a small runway if we are to taxi on this beach, but our enigmatic friend is like the Sphinx: he pretends, says he understands, and that's all.
We continue towards Casablanca. This time, the engine vibration accompanies me the whole time, while the coast becomes steeper and rockier. We begin to feel the fatigue of two days of flying with constant problems,
The Cessna drops me off at the head of the runway, and after only the time needed to refuel, we take off at full speed to reach Marrakech before sunset. By then I've already noticed that the Bücker is starting to leak oil, although the amount isn't alarming at the moment. We leave the coast and head inland, making our way towards the gateway to the desert. A couple of passes to read signs at the train stations and identify villages prove fruitless. Dusk is approaching. I observe some pilgrims prostrate towards Mecca. The direction of their prayers confirms my course like a pious compass. We're very close now.
We had dinner. We landed in Marrakech with the last rays of the sun, and that night, while we were having dinner, we met Jeff, in charge of the acronyms in the production. Very British phlegm, a Biafran appetite, a goatee, and manners that lean towards the countryside. The first meeting, however, wasn't all bad.
The next day, we went to inspect the makeshift runway where we would be filming the following day. Beside the walls enclosing the Aguedal gardens, with the Atlas Mountains in the background, the scenery was truly cinematic. The runway seemed short, but we gave it the go-ahead. From there, we went to the airport. We were going to thoroughly inspect the Bücker. We were concerned about the oil leak, which was already becoming quite noticeable. In the end, what we feared was true. The electric starter motor had cracked the rear crankcase. Now I understand the vibrations. First serious problem. The Bücker had to fly, and not just for the film. It had to be returned safe and sound to Spain. We had to move quickly. Call Madrid, mobilize our friends at the Club, and get the necessary parts to Casablanca, if possible, on the same day.
We took advantage of the afternoon to explore Marrakech a little. We went straight to Jemaa el-Fna Square. There were the seller of human teeth, the reciters of the Quran, acrobats, chatterboxes, a crowd of idlers and vendors of everything, where if there is anything staged for commerce, like in a flea market, the attention and astonishment of the children imbue with authenticity all that great representation of hustling and bartering
Another early start. We went up to the airport early and prepared the Bücker, waiting for the agreed-upon signal to take off and head to the set. Meanwhile, in the distance, we observed that the Cessna still hadn't started. Time was passing, and Jose María should have already taken off for Casablanca. Something's wrong, I told myself. Indeed, shortly afterward, Jeff and Angel appeared, both looking dejected: at the last minute, the military wouldn't authorize flying over the filming area; the gardens behind the wall belonged to H.M. Hassan II, and, what's worse, the Cessna's electrical system was seriously damaged.
When life gives you lemons, make lemonade. Once again, we had to move quickly. Frantic calls to Madrid, and the friends at the Club mobilized all their resources to position the necessary new spare parts in Casablanca: battery, battery relay, a portable radio... At 5 a.m., Angel and José María leave for Casablanca by car, of course. At 9:30, finally with permission, I take off for the airstrip next to the wall. The morning is radiant. It's not hard for me to identify the field. A small crowd of unemployed people, extras, camels, donkeys, and the film crew with all their equipment, are gathered around the tiny airstrip.
On the ground it looked bigger. From the air it's miniature. A first reconnaissance pass and off I go. I put the wheels at the lowest speed right on the edge, and stop the Bücker at the other end. Well, applying a little more brakes, it's not too difficult. I roll to the runway, stop the plane, and an attractive young woman rushes towards me; She takes off my helmet and goggles and dresses me up as an Arab Sheikh before I can even say good morning. This is going fast. Bo and John Derek approach. Bo slaps a cap and scarf on Juan and tells him that from now on he is her. Juan's face expresses a comical perplexity. The idea is to do several take-offs and landings with Juan in front doubling for Bo. With my best arguments, I explain to John the impossibility of taking off and landing with two people on board in such a short space. John looks at me dismayed while Jeff, who had promised a mannequin, shirks his responsibility.
We filmed the sequences with the front seat empty. Really, the distant placement of the camera didn't make it necessary.
While the flight sequences were being filmed, I had the opportunity to take a look at the gardens behind the wall. As a backdrop, the Atlas Mountains, snow-capped and imposing, like a mirage. After a brief rest at the hotel, we headed back to the airport to attend to our broken-down planes. The Bücker turned out to be easy. We disassembled the starter and sealed the crack through which the oil insisted on leaking out. The Cessna is another story.
The damage is more extensive than we thought. We mobilized to get cables, washers, and everything necessary from Air Maroc to apply current directly to the starter motor. Night fell upon us, and on one of our trips back and forth asking for things, I surprised the traffic officer alone in his office, deep in prayer. Truly, the Maghreb is different. It's almost midnight when everything is finished. With bated breath, we apply power to the cables that brazenly protrude from the hood of the Cessna. And it doesn't turn. Juan's face reflects dismay. It's his responsibility to start the damned plane, and now he's baffled. The propeller remains stubbornly motionless. Discouragement spreads. A second attempt and finally! The propeller moves. We set up magnetos and now, yes: the 200 Lycoming horsepower engines are whirling around again with all their might.
The next day we left for Kenitra. Using the usual radio tricks, we managed to leave Marrakech without being too noticeable. Upon arriving in Kenitra, our fears were confirmed. They were setting up all the scenery, tents, camels, extras, and all the trimmings, but no sign of the runway. Moreover, low tide coincided with sunset, which ruled out any possibility of landing in the less soft area, next to the water. Meanwhile, Jeff began to display a certain sarcasm that started to make me uncomfortable. We sensed what was coming. With vague promises, he said goodbye until the next day
Another visit to the beach. Everything is the same, and Jeff is slowly wearing down our patience by dropping hints of inconveniences that are clearly aimed at us. He shows us a mock track made of reeds and covered with a thin layer of sand. The reeds provide a seemingly firm surface, but I'm worried about the possibility of slipping and the impossibility of using the brakes. I suppress my urge to tell everyone to go to hell and agree to try it the next day
The discussion gets more heated, and Jeff ends with an unfortunate comment about the Spanish. It's the last straw. I decide to cut my losses. I urgently call Marrakech. I speak with John and explain the situation on the beach and my decision to leave immediately for Spain. John begs me to wait for him at the flying club the next day. At 3:00, John and Bo arrive. In front of them, I measure that botched job again and again: 320 of my paces, and I calculate 300 meters. This isn't what was promised. Jeff appears with a beatific expression, as if nothing's wrong here. Another altercation. I apologize to Bo, who can barely contain her laughter at my bad manners. I'm starting to enjoy teasing her. Our conditions: 400 meters of firm runway, and we'll stay one more day.
Everything's ready, they assure me. I take off early and head for the beach. Good, there are my 320 steps waiting to welcome our delicate Bücker. Fortunately, the wind is blowing strong and straight ahead. I see Angel waving his jacket on the green side. It's the agreed-upon signal. Here I go. I put the wheels on the edge and don't even use half the runway. As soon as the tail drops under its weight, it gets caught in the reeds and the Bücker gets stuck in just a few meters. Now I'm only thinking about how we're going to take off. John gives in to the evidence and agrees with us 100%.
The first thing is to get the poor Bücker out of there. Amid the understandable anticipation, we make preparations for takeoff. José María and Juan keep the tail up while I go full throttle. They help me taxi the first few meters. Juan falls, but José María holds on for a few more meters, and finally the plane taxis on its own with the tail up. I feel the tail wanting to dig in again. But immediately, the Bücker's wings begin to lift, and with a little help from the elevator, I'm airborne. Skimming the waves, I head towards the flying club. I count three dead cows and two sunken boats, but sunk in the sand. I pick up Juan, who, this time, will fly in front with his cap and bandana, just like Bo Derek herself. Back to the beach, and we make as many passes as requested
How the Bucker flies! I've always been a fervent admirer of this incomparable aircraft. With any other plane, it wouldn't have been possible to film these sequences. The Pitts is too fast and doesn't give the impression of an old-fashioned plane; besides, it doesn't easily "grip" in the air.
Thus ended our work. One last pass, in which we dropped our costumes, a farewell barrel roll, warm greetings, and set course for Tangier.
The return journey seems endless. There's still a way to go to Tangier, and a perfectly defined squall line runs along the coast. The sea turns emerald and gray, heralding the storm. Gusts of turbulence appear on its surface, and the first showers begin. Visibility decreases, and I hug the Cessna. I can see better than they do; that's the advantage of flying in the open. It's raining hard, but we're not too worried. We know we're very close. The runway is right next to the coast, and as long as visibility is reduced by showers, we don't mind. The problem is the low clouds. Besides we no longer have the time or fuel to return to Kenitra
Finally, the antennas. The runway must be very close. There it is, immense and welcoming, and the instant I bank to attract the Cessna's attention, it turns to the right. They've seen it too. We land in the rain and considerable darkness. Grave faces await us at the traffic office. We've arrived without a flight plan and in the worst possible weather conditions.
However, the initially tense atmosphere quickly transformed into a friendly chat about everything that had happened and the incidents of the flight.
We took off for the last time from Moroccan territory at 10:00, and from the Bücker, I cast my last glance at Cape Esportel and the African coast. We crossed the Strait for the second time and headed back to Jerez. The rest falls squarely into the realm of the everyday: customs, refueling...
To conclude, I invite all the owners of old Bückers in Spain to decide to take flight with increasingly distant goals. Always flying above the dovecote deprives us of contemplating unusual landscapes from the backs of our mounts.
The Bücker is an old biplane, beautiful and docile. Flying on its old ribs still has a hint of adventure. That said, one must be patient with its ailments. It has endured many pilots for years, righting wrongs on its back. Those who have flown and fly in Bückers share my admiration for such a venerable mount.
SK25 (Bestmann) parts catalog for sale
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Jörg Nau (Germany) would like to sell a spare parts catalog with exploded drawings of a Bücker SK25 (Swedish Bestmann) that belonged to his grandfather. It is an original from 1947. Maybe this could be interesting for a Bücker restorer? For sale only to enthusiasts who make a reasonable offer! Click the image below to see the listing.
Thanks,
Jörg
Bückers on the Big Screen
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- Written by: Brian Karli
I was watching a movie the other day which featured a pair of Stampe biplanes. I wondered where the Stampes were today and stumbled across a website caled Internet Movie Plane Database, which listed every airplane ever used in a movie. Of course, I typed in “Bücker Jungmann”.
I was amazed to see the Bücker Jungman was used in over 20 movies. I know there are few more movies with Bückers that didn’t make their list, (Three Amigos, I-88 come to mind) but many were new to me. There is even a section listing Jungmeisters in movies, too.
My favorite “new” movie was No le Bisque tres pies…. a story about a young man who wanted to be a fighter pilot in the Spanish Air Force. If you go to the :24 minute mark, you will see great footage of a Spanish Air Force training squadron filled with CASA Jungmanns. I kept wondering of one of them was mine. Perhaps I own a movie star?
If you search the name of the movie, you can watch the entire thing. 
When I went through the list, there were several recognizable Jungmanns. However, I did not recognize one seen in the movie Bolero:
Does anyone know the identity of the Bucker in the movie? Unfortunately the movie was a box office flop. It starred the popular and beautiful actress Bo Derrick, but critics hated the film, and it was nominated as the worst film of 1984. I have not seen the film, but any film that contained footage of Bückers can’t be all bad, can it?
Notes:
This film was originally 'X' rated but was later dropped to 'R'.
Historian Paco Rivas says the Jungmann in "Bolero" is EC-DAO. It now belongs to the Fundación Infante de Orleáns (Cuatro Vientos, Madrid). It is pwaitingto be restored. It was recorded as ‘2107’ but this has yet to be confirmed.
SB
Brian
Jungmann at War
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In the Spring of 1943 the FW 200 Condors assigned to protect U-boats as they entered and exited the Atlantic bases were coming up short. Their lack of maneuverability in fending off enemy fighters was a problem. Johannes Kaufmann was tasked with forming a new Luftwaffe squadron of Junkers Ju88s and to train pilots to protect the vessels as they transited the Bay of Biscay.
In his book "An Eagle's Odyssey he writes:
"For the initial part of our training programme we were also given some elderly Bücker Bü 131 ‘Jungmann’ biplanes. It was a new lease of life for these venerable primary trainers, but they were to prove remarkably useful. We could teach – at least in principle – all the individual basic manoeuvres that needed to be mastered if one was to survive, let alone be successful, in air combat. We could also put into practice all the tactical theories taught in the classroom in a much more economical and far less risky fashion than if we had let our partially trained pupils loose on the thirsty, high-powered Ju 88s. The sight of our tiny two-seat biplanes bumbling about the field may have raised more than a few smiles on the faces of the resident fourengined bomber crews, but the results we achieved very soon proved the effectiveness of our methods."
The book also makes frequent mention of Grossenhain airfield, site of the upcoming Bückertreffen.
T131PA for sale
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Stephan Stritter is reluctantly selling his Bücker/AirRes T131PA (Jungmann) aircraft. As Stephan says "I flew only 6-10 hours per year. It's too precious to me for that."
Based on Sylt Island, about as far North as it is possible to get in Germany, SP-YPS was built by AirRes and features the very plush and detailed cockpit they are known for.
Specification
Registration: SP-YPS (Polish register)
S/N: T131PA-201
Year: 2014
Total Time: 204
Engine SNEW: 187
Inspection: Valid until Sept 2026
Polish "Special“ Aircraft Category (Experimental)
Light aerobatic approved
Engine: LOM 332AK
Propeller: MT- Fixed Pitch wooden Propeller
Cruise Speed: 160-170 Km/h
Fuel Tank capacity: 85ltr
Fuel Consumption: 23-25 ltr/h cruise / approx. 38 ltr/h aerobatic
Fuelgrade: MOGas, Super, AvGas, (Min 88 ROZ)
Avionics: Trig COM and Mode S Transponder
Hooker Aerobatic Harness
Excellent Condition, Always hangared
Accident free.
Additional Equipment
Full aircraft protective cover
Extra Cockpit cover for cockpit protection
Front cockpit metal cover for Single Seat conversion
2 rescue parachutes for aerobatic
2 extra silver side panels (exchangeable with tiger striped panels)
6 fuel canister (Jerry Cans)
1 Headset with leather cap
All markings are stickers.
Asking Price 130.000,- € (from Private Owner)
Please contact Stephan at
Tony Smith's Last Display Flight
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Tony "Taff" Smith of the Real Aeroplane Company in Yorkshire, UK, flew what he expects to be his last display flight in August of 2025 having achieved eighty years of age the same year. Many congratulation on a memorable flying career Tony!
Tony's Jungmann G-TAFF appears further down this page.
From CAD to reality in a few days
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James Brown, who is based in the UK is building a 133 Jungmeister and has been using a combination of CAD and an online, remote engineering company to make the parts. James is willing to share the CAD files with anyone that is interested. The drawings were produced with AutoDesk Fusion and the manufacturing was done by HD Prototypes. https://www.hdprototypes.com/ James says thier quality is excellent.
Email me if you would like more information.
Albstadt/Degerfeld 2024 - Save the date!
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- Written by: Administrator
Perhaps the 2024 meeting?
Invitation to Bücker Enthusiasts from all over the world
Degerfeld airfield will host the next international Bücker fly in. Once again we will try to realize our dream to have 50 Bückers in the air to fly over our beautiful mountain area and the Hohenzollern castle. The date is June 29/30 2024. Earlier in the year this time in the hope of nicer weather :)
Jungmann and Jungmeisters have changed hands and for sure new owners will join us for another great event. We invite all international Bücker enthusiasts to join us, even if they cannot bring their airplanes because they live too far away. Degerfeld is located only 44 miles south from Stuttgart airport and easy to reach by rental cars.
Schedule
The arrival of Bückers may start on on Friday June 28. On Saturday and Sunday we will enjoy flying our planes. Together, solo, formations or aerobatics, whatever we feel like.The Degerfeld aero club offers us all hangar space and the infrastructure of the field. About 30 Bückers can be hangared over night.
Accommodation
Please make the hotel reservations by yourself. We will provide a shuttle service. Recommended hotels nearby are:- Hotel Post, Jungingen: www.hotel-post-jungingen.de
- Hotel Lamm Hechingen-Stein: www.hotel-lamm-hechingen.de
- Hotel Brielhof Hechingen: www.hotel-brielhof.de/
- Hotel Linde Albstadt-Ebingen: www.gasthof-linde.com
The airfield 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 with a lovely evening atmosphere. After flying we can use a projector and speakers for all kinds of presentations. Everybody is welcome to present his Bücker material.
Ulli Hunger -our enthusiastic Bücker movie director- will have his extended Bücker movie ready for us to enjoy.
Please let me know whether you will join our Bücker fly-in and let me know how many persons will join.
We are looking forward to welcoming you.
Mit freundlichen Grüßen
Hermann Diebold + Philipp Hüfner for LSV Degerfeld
Ph: +49-7477-87133 work
Mobile: +49-172-7302781
Mailing Address: Hermann Diebold, Konstantin-Killmaier-Weg 19, D-72379 Hechingen, Germany
Some images from 2017 to whet your appetite :)
Thanks to John Tempest for this excellent video of the meeting.
As we were saying our goodbyes and preparing to leave the fly-in at Albstadt-Degerfeld, Hermann Deibold said "This has been a dream come true." I think eveyone at the event felt the same way. About 25 Bückers had arrived by air. Six Siemens Jungmeisters, six Hirth Jungmann, two LOM Jungmann, Two Walter Mikron B&F Jungmann, three Tigre/CASA Jungmann, three Bestmann, one LOM Jungmeister, a Stieglitz and more. A Jungmeister and two Jungmann are based at Degerfeld, so all together I think I counted 29 Bückers!
The sound of 20+ vintage engines turning at once was something to experience.
Although the forecast for the weekend was horrible, Bückers started to arrive from Germany, France, Austria and Switzerland. There was lots of flying to be done, friendships to renew, stories to tell and eventually work to get that many aircraft into Degerfeld's big hangar.
At dinner on Friday night in the airfield restaurant we were treated to the much anticipated "Bücker Movie". Unfortunately a computer problem the week before had cased some problems with the movie, but even so what we saw was wonderful. Historical footage I had not seen before and a lot of new content of the most excellent quality. When this film is finished it is going to be fantastic.
More movies and stories were enjoyed at the airport restaurant, and Peter Funk gave a most interesting talk on the development of the A and B model Jungmann he now produces.
Sunday was a much better day. The early morning clouds soon dispersed and flying commenced. Benoit put on another impressive display of the flying that recently won him the world vintage aerobatics championships, there was some formation flying (three formations of three aircraft over the field), passenger rides were given to members of the Winter family who had so kindly shown us around their facility the day before, and some last minute maintenance was performed prior to what was for many, a long trip home.
Throughout the event we were treated to flights by RC model Bückers, the larges of which by far was this 80% scale Jungmeister. I counted at least eight servos, two receivers and five batteries in the model.
This is a B&F 'A' model Jungmann powered by a Walter Mikron engine. It sounded very Tigre like and was of spectacular quality. Two of the ten aircraft so far delivered were present.
My favorite aircraft of the show. What a classic.
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