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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- Written by: Administrator
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.
Bückertreffen 2026
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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.
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.
Book Review
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Very occasionally I come across a book that is so enjoyable I feel compelled to share it. Such is the case with
Amazon has this to say:
This book is a truly remarkable account that captures the atmosphere, thrills and danger of the pioneering days of aviation.
Howard Pixton was flying for A V Roe at Brooklands in 1910 when S F Cody at Laffan's Plain tried to persuade him to join him. But in 1911 he test flew A V Roe's 'tractor biplane, the forerunner of the 504. By now acknowledged as the first professional test pilot, he left A V to join Bristols and for two years demonstrated new models to dignitaries across Europe.In 1913 he joined Tommy Sopwith and in 1914 he became the first Briton in a British plane to win an international race, the coveted Schneider Trophy. This gave Britain air supremacy and Howard was feted as the finest pilot in the World. Sopwith's Tabloid aircraft developed into the 'Pup', and then into the 'Camel'. Throughout The Great War Pixton test flew many of the rapid evolving designs. For a biography of an early aviation pioneer of the top rank, this book cannot be bettered.
I think even life-long students of early aviation will learn a lot from this book. One of the most fascinating things for me was the remarkable correlation between the book and that great (?) old movie "Those Magnificent Men In Their Flying Machines." There really was Brooklands of course with it's banked race track but there also really was a sewage farm and Pixton ended up in it on several occasions. There was a young lady who turned up on a motorcycle waering a large white hat tied with a bow under her chin. Paxton flew the Bristol Boxkite and the Avro Triplane both of which feature in the movie. There were many newspaper sponsored races and there was even an aircraft with circular wings they nicknamed "The Doughnut". I could go on, but it is clear that Paxton or this book must have been the inspiration for the film.
Definitely my favorite read of 2025.
Famous Jungmann for sale
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G-TAFF is surely one of the most well known Jungmann in the world. Taff Smith has owned the aircraft for 40 years and once flew it from Australia to the UK! You can read about the trip here: https://bucker.info/index.php/anecdotes-mainmenu-69/477-half-the-globe-by-bucker-jungmann
The full advertisement for the aircraft is on PlaneCheck.com here: https://www.planecheck.com/?ent=da&id=63905
G-TAFF has:
- Bruntons stainless wires
- Vintech engine
- Christian fuel selector
- Cleveland disc brakes with Bitz axles
- Full inverted oil/fuel
- Ellison injector carb
- New Cambrai cover
- Stainless exhaust
- Mitchell tachometers
2026 Bücker Calendar
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The new calendar is now available from the Bücker shop in Rangsdorf. You may order a copy here: https://bueckershop.com/index.php/mobil-kategorien/product/view/16/9 If German is not your language, however, please email Knut Hentzshcel at 
D-EFQP for sale
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- Written by: Hermann Diebold
Dear Bücker enthusiasts,
Sandra Höhn is offering Herbert Höhn's beautiful Casa Bücker for sale. As you may be aware, Herbert Höhn and Friedrich Diehl lost their lives in the tragic crash of a T6 in Finland. Herbert's Bücker is now looking for a new owner and a new home. It is currently located in Paderborn at the Quax Museum and can be inspected there. There are knowledgeable people on site who can provide detailed information about the aircraft.
If you are interested in the aircraft, please contact Sandra Höhn directly:
If you know anyone who might be interested in this aircraft, please forward this message. A spec sheet can be downloaded from here.
Hermann
Cantacuzino's Lycoming Jungmesiter
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Paco Rivas recently took a screenshot showing Cantacuzino standing in front of Jungmeister EC-AMO at a fuel stop at the Lasarte airfield (San Sebastián, Spain) on June 8th 1957. Little is know about this aircraft and certainly there are some mysteries surrounding it. This is only the second picture to be discovered. The Jungmeister appears to have extended spreader bars and a Lycoming engine with a top mounted air intake and side exhaust.
The picture below has been seen before and according to a number of sources was taken in Blackpool, UK. Paco found that the Blackpool show took place on June 14th with a second show on the 16th, so the dates match.
According to Air Britain magazine: "The registration EC-AMO was never officially applied to a CASA 1.133L but to an AISA 1-11B Peque. Apparently Cantacuzino flew this plane without official registration at this event but he was known for not caring about any legislative requirements! The fate of this plane is unknown - maybe it was ex ES.1-17." Paco believe ES-1.34 is also a candidate.
Several sources say the engine is a "275 HP Lycoming boxer engine" and Paco says the provisional C of A lists "260 HP on take off and 240 HP cruise". That would fit with an O-540. The nose looks surprisingly short but there is really no way to tell from the pictures.
Thank you Paco.
N211BP For Sale
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N211BP is a famous Jungmann. Owned for most of it's life by the Pfaff family, Bob Pfaff wrote a story about the aircraft which you can read here: The Great Transcontinental Airmail Dash. 
When the Pfaff family stewardship came to an end, the aircraft was purchased by a Long Island collector but unfortunately on the delivery flight a ground loop cut the trip short in Atlantic City, NJ. The aircraft was repaired and recovered. It was painted in a style that reflected the new owner's taste .
Offered for sale again, the aircraft was purchased by Swiss airline pilot John Simon who had it shipped to an airfield close to Zurich. Unfortunately, for reasons beyond his control, John now finds himself unable to operate the Jungmann and has decided to pass it on to a new owner.
John is keen for a quick sale, hence it is offered at an unusually attractive price with a further discount possible for a buyer that can move quickly.
The aircraft retains it current US registration and certificate of airworthiness. Should it come back to the USA it will need to have its operating limitations updated by the FSDO to reflect its new location per the rules for Experimental/Exhibition aircraft.
The aircraft is currently disassembled ready for shipment which can be arranged by the buyer or negotiated with the seller.
Please contact John Simon at
Aerobatics - My Dream
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Albert Zeller found this fascinating movie of the great Swiss pilot Francis Liardon flying a display in Bern with HB-MKN, the Jungmeister which belonged to the Swiss FAA (BAZL) at that time and which Albert overhauled completely in the 1990s. Albert said that "I like very much the style of Liardon’s performance – soft elegant aerobatics."
Thank you Albert.
If you experience any difficulties watching the above video (Not all browser/OS combinations are supportable) please try this link instead.
Website changes
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The site changes are complete. Please let me know if you see any problems.
SB
A number of updates need to be made to the technology behind this website. It may be a little unstable over the next few days. If you experience any issues, please be patient and try again later :)
Thanks
Fall 2025
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Rather than my usual picture of yellow Bückers amongst the fall foliage, this time a couple of shots of Jerry Wells and Joe Vasile who flew their Jungmeisters to the annual "Pumpkin Drop" at Grimes field, Pennsylvania. Of 175 pumpkins dropped, five found the target. Maybe next year they will use a pathfinder :)
Placards Needed
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Pierre Delvaux is looking for original Swiss Jungmeister placards that match those shown below. Pierre is well along in restoring Jungmeister U-92. Please contact him at 
Lycoming Jungmann for sale (Barnstormers.com)
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