Albatros D.III OEFFAG 153 8241 - Eduard

Albatros D.III OEFFAG 153 

AUSTRO-HUNGARIAN WWI FIGHTER 

1:48 SCALE PLASTIC KIT 

Albatros D.III (Oef) 

Over the second half of 1916, the German air force began to introduce into 

production new D.I, D.II and D.III fighters. These aircraft, at the very, least equaled 

their allied counterparts, and pilots flying them were able to command the skies over 

the Western Front into the spring of 1917. The situation of the air force of the Austro- 

Hungarian Empire (LFT) was considerably worse. They entered combat on the 

Hansa-Brandenburg D.I. Their performance could not match that of the Italian air 

force, and their poor flying qualities proved dangerous to less experienced pilots. 

Despite this, their presence was invaluable to the LFT, and its pilots were able to rack 

up a score of some 78 enemy aircraft. 

The head of the LFT realized the need for new machines, and acquired a production 

license from Albatros, and then placed an order for 20 D.IIs and 30 D.IIIs with 

Oesterreichische Flugzeugfabrik AG (Oeffag) in December, 1916. The aircraft were 

to be delivered in the first quarter of 1917, and the LFT designated the aircraft type as 

1 

53 . Subsequently, the order was changed to 16 D.IIs (53.01 to 53.16) and 34 D.IIIs, 

and to a further eleven D.IIIs in March. In all, 45 D.IIIs (53.20 to 53.64) were 

ordered. Austro-Hungarian aircraft differed from German production. First and 

foremost came an engine change, where the Mercedes D.III gave way to the 

excellent Austro-Daimler rated at 180hp. Changes were also seen in the armament, 

that saw the internal installation of Austrian Schwarzlose machine guns, the cockpit 

interior and radiator were changed, and, above all, the D.III had strengthened wings. 

Thanks to this, through their service life, Austro-Hungarian aircraft suffered no 

lower wing collapses, as was the case with their German counterparts. Series 53 

aircraft were delivered to the LFT through May to July, 1917. They appeared on the 

front after trials at the beginning of June. The aircraft were enthusiastically greeted, 

and their performance was greater than anything else flying, friendly or not. 

Furthermore, they demonstrated good flight characteristics, and were easy to contol. 

On October 6, 1917, the first kill was achieved with Feldwebel Julius Kowalczyk 

of Flik 24 at the controls, downing an Italian Caproni. 

The delivery of 64 Series 53 aircraft was not the end of production, and on the basis 

of a February, 1917 order, production continued with a further 61 Series 153 aircraft. 

The main difference between this production block and the preceding one was the 

installation of a Austro-Daimler engine rated at 200hp. Also, the exhaust system was 

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8241 

Note 1: In the system of LFT designation, the numeral 5 was allocated to the Oeffag factory. This was followed by a sequential production type. If, within the production run, there was a major 

modification to the type, such as the installation of a new engine, there appeared a prefix number (with the second variant it was a '1', with the third, it was a '2', and so on). The series number of 

each aircraft was composed of the type number, which was followed by a period, and the sequential unit number of the aircraft within the line of a production block. For example, Albatros 

D.III (Oef) 153.140 designates the 140th aircraft of the third variant of the third type manufactured by Oeffag. 

D 153.140, Eugen Bönsch, Flik 51/J, Ghirano, Spring, 1918 

Bönsch, a Sudeten German from Velká Upa (Grosse Aupa) from the region known as Krkonoše, first served as a mechanic, and then underwent pilot training in August, 1917, after which he 

was assigned to Flik 51/J. Through the course of September, he achieved three kills, and by the beginning of October, 1918, he had eleven. Through October, Flik 51/J downed nine aircraft 

and Bönsch was responsible for five of them. His last victim went down on October 29th, and he ended the war with sixteen kills. 

After the war, Eugen Bönsch returned to his hometown in what was then the newly formed Czechoslovakia, and ran the resort of ‘Luèn? Bouda’. After the Second World War, in which he served 

wearing a Luftwaffe uniform, he opted to not return home, and he died in 1951 at Ehrwald of Tirol, where he lived in a mountain hotel run by his brother. 

This aircraft was flown by Eugen Bonsch from March to June, 1918, and he flew it for five of his kills. 

153.140, Eugen Bönsch, Flik 51/J, Ghirano, jaro 1918. Bönsch, sudetsk? Nìmec z krkonošské Velké Úpy (Grosse Aupa), nejprve sloužil jako mechanik, pilotní výcvik absolvoval v srpnu 

1917 a poté byl pøidìlen k Flik 51/J. Již v prùbìhu záøí dosáhl tøí sestøelù a na zaèátku øíjna 1918 mìl na svém kontì již 11 vítìzství. Bìhem øíjna Flik 51/J dosáhla devíti sestøelù, Bönsch se 

podílel na pìti z nich. Posledního protivníka poslal k zemi 29. øíjna a zakonèil tak válku s šestnácti vítìzstvími. 

Po válce se Eugen Bönsch vrátil do rodné obce, nyní již v novì vzniklém Èeskoslovensku, a provozoval horskou chatu „Luèní bouda“. Po druhé svìtové válce, kterou prožil 

v uniformì Luftwaffe, se již domù nevrátil a zemøel v roce 1951 v Ehrwaldu v Tyrolích, kde žil na horském hotelu, který provozoval jeho bratr. 

Na tomto stroji létal Eugen Bönsch od bøezna do èervna 1918 a dosáhl na nìm pìti vítìzství. 

It is recommended to check www.eduard.com/info/photos/8241 for the latest colour and instruction sheet updates. 

eduard 

modified from a collector pipe to six individual stacks. With the more powerful 

engine came an increase in weight, as well as maximum speed to some 

190 km/h. A major improvement also came in the aircraft’s climb rate. On the 

heels of this series, delivered between August and September, 1917, came 

another run, aircraft 153.62 to 153.111 against a June order. These were identical 

to that preceding order, and were delivered by Oeffag between August and 

November. Even that wasn’t the end of the production run, as a further 100 

(153.112 to 153.211) were ordered in October, 1917, followed by another 

seventy (153.212 to 153.281). Aircraft from the final two orders were delivered 

by June, 1918. Aircraft from 153.112 to 153.281 differed with a more rounded 

front end, boosting the top speed to 198km/h. 

Starting in June, 1918, new aircraft acquired a new Austro-Daimler 

225hp engine. These aircraft were part of Series 253, on the basis of two orders 

for a total of 330 aircraft. By the end of the war, the LFT accepted 186 Series 253 

aircraft, while there remained 74 airframes in various states of assembly that 

were completed after the war. The already excellent performance was again 

improved by the installation of an even more powerful engine, that, for example, 

pushed the top speed to over 200km/h, and the climb rate was also bettered 

compared to the Series 153 aircraft. Physically, they differed little from Series 

153 aircraft. The trailing edge of the tailplanes were wired as opposed to the 

original wooden strips. From aircraft 253.31, there was also a change in the 

cowl, that had deeper engine cut-out. Series 253 planes also had the armament 

placed mostly on top of the fuselage, as was the case on German aircraft. 

Despite being of 1916 vintage, the Albatros D.III (Oef) was able to maintain 

a spot on the leading edge of fighter technology up to the end of the war, thanks 

to constant improvements and the installation increasingly powerful engines. 

Pilots of the Austro-Hungarian air force were able to gain at least 320 victories. 

Oeffags were used in combat even after the war, namely with the Polish air force. 

The Poles bought 38 aircraft from 253.212 to 257 in 1919, and pressed them into 

service against Bolshevik Russia. 

FOR COMPLETE PROFILE PLEASE REFER 

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ATTENTION UPOZORNÌNÍ 

ACHTUNG ATTENTION 

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CZ 

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INSTRUCTION SIGNS 

OPTIONAL 

VOLBA 

FACULTATIF 

NACH BELIEBEN 

Carefully read instruction sheet before assembling. When you use glue or paint, do not use near open flame and use in well ventilated room. Keep out of 

reach of small children. Children must not be allowed to suck any part, or pull vinyl bag over the head. 

Pøed zapoèetím stavby si peèlivì prostudujte stavební návod. Pøi používání barev a lepidel pracujte v dobøe vìtrané místnosti. Lepidla ani barvy 

nepoužívejte v blízkosti otevøeného ohnì. Model není urèen malým dìtem, mohlo by dojít k požití drobných dílù. 

Iire soigneusement la fiche dínstructions avant dássembler. Ne pas utiliser de colle ou de peinture à 

p roximité dúne flamme nue, et aérer la piece de 

temps en temps. Garder hors de portée des enfants en bas âge. Ne pas laisser les enfants mettre en bouche ou sucer les pièces, o u p asser u n s achet v inyl s ur 

la t ete. 

Von dem Zusammensetzen die Bauanleitung gut durchlesen. Kleber und Farbe nicht nahe von offenem Feuer verwenden und das Fenster von Zeit zu Zeit 

Belüftung öffnen. Bausatz von kleinen Kindern fernhalten. Verhüten Sie, daß Kinder irgendwelche Bauteile in den Mund nehmen oder Plastiktüten über 

den Kopf ziehen. 

BEND 

OHNOUT 

PLIER SIL VOUS PLAIT 

BITTE BIEGEN 

INSTR. SYMBOLY INSTRUKTION SINNBILDEN SYMBOLES 

OPEN HOLE 

VYVRTAT OTVOR 

FAIRE UN TROU 

OFFNEN 

SYMETRICAL ASSEMBLY 

SYMETRICKÁ MONTÁŽ 

MONTAGE SYMÉTRIQUE 

SYMMETRISCHE AUFBAU 

NOTCH 

ZÁØEZ 

L INCISION 

DER EINSCHNITT 

REMOVE 

ODØÍZNOUT 

RETIRER 

ENTFERNEN 

PARTS DÍLY 

TEILE PIECES 

PLASTIC PARTS 

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COLOURS BARVY 

FARBEN PEINTURE 

GSi Creos (GUNZE) 

AQUEOUS 

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Mr.COLOR 

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YELLOW 

H 12 C33 FLAT BLACK 

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FLAT RED 

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H 85 C45 SAIL COLOR 

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H 344 RUST 

Mr.METAL COLOR 

MC214 DARK IRON 

MC218 ALUMINIUM 

MC219 BRASS 

Mr. COLOR SUPER 

METALLIC 

SM01 SUPER CHROME 

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APPLY EDUARD MASK 

AND PAINT 

POUŽÍT EDUARD MASK 

NABARVIT 

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JAKO CELKOVÉ ZBARVENÍ 

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A 153.27, Georg Kenzian, Flik 55/J, Pergine, Winter, 1917 

This aircraft was accepted by the air force in September, 1917, and attached to Flik 55/J, where it became the personal plane of Georg Kenzian von Kenzianshausen. On this aircraft, 

he gained his fourth and fifth victories on the 18th and 27th of November, 1917. This plane was damaged on landing and stricken off charge in January, 1918. 

Kenzian began his flying career as an observer with Flik 24. His first victory was gained with his pilot, Rudolf Forst on June 16th, 1916, the victim being a Farman, and four days later came the 

next victory, with the pilot being Josef Kiss. However, at the end of July, the crew of Alois Jezek and Georg Kenzian were shot down by a group of Italian fighters. After recovering, service at 

a flight school, and pilot training, Kenzian was transfered to Flik 55/J as a deputy commander in August, 1917. Here, he scored further kills, and by March, 1918, he would raise his tally to nine. 

At the end of the war, he served as Co of Flik 68/J and 42/J. 

153.27, Georg Kenzian, Flik 55/J, Pergine, zima 1917. Tento stroj pøevzalo letectvo v záøí 1917 a pøidìlilo jej k Flik 55/J, kde se stal osobním strojem Georga Kenziana von Kenzianshausen. 

Ten na nìm 18. a 27. listopadu 1917 dosáhl svého ètvrtého a pátého vítìzství. Avšak v prosinci byl stroj poškozen pøi pøistání a následnì v lednu 1918 zrušen. 

Kenzian zahájil svou bojovou kariéru letce - pozorovatele u Flik 24. Prvního vítìzství dosáhl spolu se svým pilotem Rudolfem Forstem 16. èervna 1916, kdy mu padl za obì� nepøátelský 

Farman, úspìch si ètyøi dny nato zopakoval, tentokráte byl pilotem Josef Kiss. Ovšem na konci èervence osádku Alois Ježek – Georg Kenzian sestøelila skupina italských stíhaèù. Po léèení, 

službì v letecké škole a pilotním výcviku byl Kenzian v srpnu 1917 zaøazen k Flik 55/J jako Chefpilot (zástupce velitele). Zde ke svým dvou dosavadním vítìzstvím pøidával další a jeho skóre 

se zastavilo v bøeznu 1918 na èísle devìt. Na konci války sloužil jako velitel Flik 68/J a 42/J. 

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H37 

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26b 

ALUMINIUM 

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WOOD 

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115 

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GREY 

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DARK GREY H301 

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B 153.52, Godwin Brumowski, Flik 41/J, Passarella, February, 1918 

Godwin Brumowski, with 39 kills, was the most successful Austro-Hungarian pilot. Often, his aircraft were adorned with colorful markings. This applies to aircraft 153.52, in which he downed 

two opponents, and in which he was himself shot down. Red paint was applied over the lacquered natural surface. The application was fairly thick, and it gave the impression of a monotone 

color application. Onto this background were applied light colored "tresses". The skull became a personal marking of Brumowski’s airplanes in later stages of the war. Also worth noting is the 

horseshoe for luck on the interwing strut, which was quite common installation within Flik 41/J’s Oeffags. 

153.52, Godwin Brumowski, Flik 41/J, Passarella, únor 1918. Godwin Brumowski byl s 39 sestøely nejúspìšnìjším stíhaèem rakousko-uherského letectva. 

Jeho letadla èasto nesla pestré zbarvení. Ani jeho stroj èíslo 153.52, v nìmž dosáhl dvou vítìzství a v nìmž byl také 4.února 1918 sestøelen, nebyl výjimkou. Na lakovaný pøírodní povrch 

stroje byla na všech plochách natupována èervená barva. Tupování bylo velmi husté, takže tvoøilo zdání jednolitého povrchu. Na tento èervený podklad byly pak namalovány svìtlé „lokýnky“. 

Umrlèí lebka byla v pozdìjším období války Brumowského osobním symbolem. Za pozornost také stojí podkova pro štìstí na levé mezikøídelní vzpìøe. U Flik 41/J se nejednalo o neobvyklý 

doplnìk. 

H37 

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WOOD 

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VNITØNÍ STRANA 

INNER SIDE 

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C 153.137, Josef Novak, Flik 41/J, Torresella, January, 1918 

This aircraft was flown by Josef Novák, native of Dobøichov u Kolína. He came to Flik 41/J in June, 1917, and the unit CO, Godwin Brumowski, handpicked him as his wingman. By the end of 

summer, 1917, Novák had five kills to his credit (four of which were achieved flying a Hansa-Brandenberg D.I). It is possible that Novák had more kills than that. František Šimek, Brumowski’s 

mechanic, noted in his memories that Novák handed some of his kills to the CO for material compensation. It’s unlikely that Josef Novák gained any other confirmed kills by the end of 

hostilities. After the war, Novák served in the Czechoslovak Air Force, and from August 1921, he served as factory pilot for Aero company. In 1930, he crashed flying an Aero A-31. Although he 

survived serious injuries from this incident, it did contribute to his early death in January, 1934. 

153.137, Josef Novák, Flik 41/J, Torresella, leden 1918. Na tomto stroji létal Josef Novák, rodák z Dobøichova u Kolína. K Flik 41/J pøišel v èervnu 1917 a velitel jednotky, Godwin 

Brumowski, si jej vybral jako svého wingmana. Na konci léta 1917 mìl Novák na svém kontì již pìt potvrzených sestøelù (ètyøi z nich v kabinì Hansa-Brandenburg D.I). Je možné, že ve 

skuteènosti Novák sestøelil více nepøátel. František Šimek, Brumowského mechanik, ve svém deníku píše, že Novák nìkterá vítìzství pøenechával za materiální náhradu svému veliteli. 

Do konce bojù již Josef Novák pravdìpodobnì žádné další potvrzené vítìzství nezískal. Po válce sloužil Novák u èeskoslovenského letectva a od srpna 1921 byl zamìstnán jako tovární pilot 

u továrny Aero. V roce 1930 však pro závadu na øízení letounu Aero A-34 havaroval. By� se z tìžkého zranìní zotavil, následky této nehody byly pøíèinou jeho pøedèasné smrti v lednu 1934. 

H37 

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DOPPED LINEN H85 

SAIL COLOUR 45 

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18 

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D 153.186, Flik 55/J, Pergine, May, 1918 

It was initially thought that this aircraft was flown by Josef Kiss, the most successful Hungarian ace with 19 kills to his credit. The reason for this was the large white letter ‘K’ and the symbol 

resembling a medal on the fuselage. However, Kiss, at the very least, flew Phonix D.IIa 422.10 in the latter half of May, and even died in it. Kiss’s personal marking on the Phonix was a white 

stripe around the rear fuselage, and no similar markings were worn on Albatros 153.186. It’s possible that this aircraft belonged to one of the other Flik 55/J pilots who verifiably flew it – Josef 

Kos or Oto Kullas. Both survived the war with no victories. This aircraft was destroyed on August 5th, 1918, when it crashed into the water during a mock attack on a target, claiming the life of 

Karl Greischberger.It is possible that the light blue color on the lower surfaces extended considerable farther up the fuselage, and even covered the vertical tail surfaces, and then had the 

application of camouflage colors onto this. 

153.186, Flik 55/J, Pergine, kvìten 1918. Pùvodnì se soudilo, že tento stroj patøí Josefu Kissovi, nejúspìšnìjšímu stíhacímu uherskému esu s 19 sestøely na kontì. Dùvodem bylo velké 

bílé písmeno „K“ a symbol pøipomínající medaili na trupu. Kiss však minimálnì v druhé polovinì kvìtna létal na Phönixu D.IIa 422.10, na kterém i zahynul. Kissovým osobním markingem na 

Phönixu byl bílý pruh pøes záï letounu a ani další Kissovy stroje nenesly symboly podobné tìm na Albatrosu 153.186. Je tedy možné, že stroj patøil nìkterému z dalších pilotù Flik 55/J, kteøí 

na nìm prokazatelnì létali - Josefu Kosovi nebo Oto Kullasovi. Oba válku pøežili bez jediného vítìzství.Tento letoun podlehl zkáze 5. srpna 1918, kdy s ním pøi cvièné støelbì na cíl s fatálními 

následky narazil na vodní hladinu Karl Greischberger. Je možné, že svìtle modrá barva spodních ploch byla na trupu vytažena mnohem výše a pokrývala i SOP. Teprve na tento podklad pak 

byly natupovány kamuflážní barvy. 

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E 153.140, Eugen Bönsch, Flik 51/J, Ghirano, Spring, 1918 

Bönsch, a Sudeten German from Velká Upa (Grosse Aupa) from the region known as Krkonoše, first served as a mechanic, and then underwent pilot training in August, 1917, after which he 

was assigned to Flik 51/J. Through the course of September, he achieved three kills, and by the beginning of October, 1918, he had eleven. Through October, Flik 51/J downed nine aircraft 

and Bönsch was responsible for five of them. His last victim went down on October 29th, and he ended the war with sixteen kills. 

After the war, Eugen Bönsch returned to his hometown in what was then the newly formed Czechoslovakia, and ran the resort of ‘Luèn? Bouda’. After the Second World War, in which he served 

wearing a Luftwaffe uniform, he opted to not return home, and he died in 1951 at Ehrwald of Tirol, where he lived in a mountain hotel run by his brother. 

This aircraft was flown by Eugen Bonsch from March to June, 1918, and he flew it for five of his kills. 

153.140, Eugen Bönsch, Flik 51/J, Ghirano, jaro 1918. Bönsch, sudetsk? Nìmec z krkonošské Velké Úpy (Grosse Aupa), nejprve sloužil jako mechanik, pilotní výcvik absolvoval v srpnu 

1917 a poté byl pøidìlen k Flik 51/J. Již v prùbìhu záøí dosáhl tøí sestøelù a na zaèátku øíjna 1918 mìl na svém kontì již 11 vítìzství. Bìhem øíjna Flik 51/J dosáhla devíti sestøelù, Bönsch se 

podílel na pìti z nich. Posledního protivníka poslal k zemi 29. øíjna a zakonèil tak válku s šestnácti vítìzstvími. 

Po válce se Eugen Bönsch vrátil do rodné obce, nyní již v novì vzniklém Èeskoslovensku, a provozoval horskou chatu „Luèní bouda“. Po druhé svìtové válce, kterou prožil 

v uniformì Luftwaffe, se již domù nevrátil a zemøel v roce 1951 v Ehrwaldu v Tyrolích, kde žil na horském hotelu, který provozoval jeho bratr. 

Na tomto stroji létal Eugen Bönsch od bøezna do èervna 1918 a dosáhl na nìm pìti vítìzství. 

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