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Albatros D.III OEFFAG 253 8242
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1:48 SCALE PLASTIC KIT
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
153 . 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
Albatros D.III (Oef)
AUSTRO-HUNGARIAN WWI FIGHTER
133914 27
H301301
H5313
H8545
26
H303303
E Albatros D.III (Oef) 253.116 Sgt., Adolf Blaha, November
1919
On November 21, 1918, Zgsf. Adolf Blaha in Albatros 253.116,
together with Stfw. Bela Mayer in Albatros 253.114 of Flik 3/J flew
to Switzerland. Here, the aircraft remained interned, and the
pilots released in the spring of 1919. Czechoslovakia was
interested in acquiring the aircraft, and after almost a year of
negotiating, was successful. However, 253.114 remained in
Switzerland as compensation for the storage of both aircraft. On
October 29, 1919, Blaha flew 253.116 to Plzeò, from where he
continued on to Kbely in Prague on November 1st. Here, however, the
aircraft was written off in a forced landing after engine failure,
which was later installed into the only Czechoslovak Fokker
D.VII(MAG) (Eduard Kit 1147). The aircraft appearance changed
minimally, the removal of armament and the overpainting of the
crosses on the tail and top wing. The bottom wing acquired
Czechoslovak markings, likely with a thin red border.
FOR COMPLETE PROFILE PLEASE REFER
www.eduard.com/info/photos/8242
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It is recommended to check www.eduard.com/info/photos/8242 for
the latest colour and instruction sheet updates.
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)
253.116 designates the 116th aircraft of the third variant of the
third type manufactured by Oeffag.
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.
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BARVYCOLOURS FARBEN PEINTURE
DÍLYPARTS TEILE PIECES
INSTRUKTION SINNBILDEN INSTR. SYMBOLY SYMBOLES INSTRUCTION
SIGNS
UPOZORNÌNÍ ATTENTION ACHTUNG ATTENTION
APPLY EDUARD MASKAND PAINT
POUŽÍT EDUARD MASKNABARVIT
OPTIONALVOLBA
FACULTATIFNACH BELIEBEN
BENDOHNOUT
PLIER SIL VOUS PLAITBITTE BIEGEN
OPEN HOLEVYVRTAT OTVORFAIRE UN TROU
OFFNEN
SYMETRICAL ASSEMBLYSYMETRICKÁ MONTÁŽ
MONTAGE SYMÉTRIQUESYMMETRISCHE AUFBAU
NOTCHZÁØEZ
L INCISIONDER EINSCHNITT
REMOVEODØÍZNOUT
RETIRERENTFERNEN
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.
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.
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.
Iire soigneusement la fiche d´instructions avant d´assembler. Ne
pas utiliser de colle ou de peinture a p roximité d´une 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 pìeces, o u p asser u n s achet v inyl s ur
la t ete.
`
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CZ
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253.24, Oblt.i.dRes. Benno Fiala, Flik 51/J, Ghirano, September
1918
Aircraft 253.24 typifies the camouflage scheme used on Albatros
D.III (Oef) when they left the plant. Wooden and fabric surfaces
were covered with a clear coat, and the metal panels on the
fuselage were ‘machined’. The interwing struts and landing gear
legs were painted with a dark colour, likely a dark grey. This
aircraft was delivered in June, 1918, and was attached to Flik
51/J, where it was flown in combat by Zgsf. Eugen Bonsch (16
kills), Korp. Josef Pfisterer, and above all, the CO of Flik 51/J
Oblt.i.d.Res. Benno Fiala Ritter von Fernbrugg, who, with 28 kills,
became the third most successful LFT pilot.
ÈESKOU VERZI TEXTU NALEZNETE
NAwww.eduard.com/info/photos/8242
8
WOODH3743
DARK GREYH301301
GREYH5313
DOPPED LINEN H8545SAIL COLOUR
Mc218ALUMINIUM
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B
5+3733656
56
27
38a+38b
35
34
5+37 33 27
32Mc218
Mc218 H3743
H301301
H5313
H3743
H8545
H8545
H8545
H3743
Mc218
31H13
3
H133 H301
301
H301301
H1162
H1233
38c+38d
H1162
46
46H1162
H1162
H1233
H3743
253.32, Flik 63/J, Portobuffolee, September 1918 (Rudolf
Nìmec)
On July 31, 1918, an order was issued changing the national
insignia on Austro-Hungarian aircraft. The original iron cross was
replaced by crosses with a different design in new positions.
Because there was no actual time limit imposed, the changeover was
gradual. The pictured aircraft of Flik 63/J, flown by, among
others, Zgsf. Rudolf Nìmec, serves as an example of various
interpretations. The rudder cross was instead located on the fin,
and neither was the fuselage marking up to the prescribed standard.
The red colouring on the rear section, the black and white stripes
on the fuselage, and the black and white sunbursts on both sides of
the wheel discs were Flik 63/J unit markings. The series number on
the sides of the fuselage was scratched out.
ÈESKOU VERZI TEXTU NALEZNETE
NAwww.eduard.com/info/photos/8242
WOODH3743
DARK GREYH301301
GREYH5313
DOPPED LINEN H8545SAIL COLOUR
WHITEH1162
Mc218ALUMINIUM
REDH13
3BLACK
H1233
-
eduard
94210
36
56
56
21
21 22
22
9 42 ? 41
36
11
11
H3743
H301301
H5313
H8545
H8545
H3743
H8545
H8545
H8545
H3743
Mc218
Mc218
Mc218
H5313
H3743
H5313
H3743
C 253.36, Oblt. Othmar Wolfan, Flik 56/J, August 1918The
personal aircraft of Othmar Wolfan displays another non-standard
representation of the national insignia on Austro-Hungarian
aircraft in the summer of 1918. While the upper surface crosses
remained original, the crosses on the rudder were in different
proportions than the aircraft before. The crosses under the wings
were non-standard in their size and location. They were actually
the same size and location as the original iron crosses. Othmar
Wolfan gained his first and only kill flying this aircraft when, on
August 1st, 1918, he downed a Sopwith Camel from 66 Sqd. RAF. On
the 14th of September, 1918, he was severely injured in a crash,
and sat out the rest of the war in a hospital bed. Othmar Wolfan
was one of a few German pilots who, after the dissolution of the
Austro-Hungarian Empire, served in the Czechoslovak Air Force. He
entered service in July, 1919 as an Air Force Officer. He served,
for the most part, with No. 9 Air Company and flew SPADs. He left
the Czechoslovak army on January 31, 1921.
ÈESKOU VERZI TEXTU NALEZNETE
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WOODH3743
DARK GREYH301301
GREYH5313
DOPPED LINEN H8545SAIL COLOUR
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eduard
133914
19
56
56
27
21
21 20
20
13 40 27
19
26
H301301
H5313
H8545
H3743
H8545
H8545
H3743
Mc218
Mc218
D 253.116, Oblt. Friedrich Navratil, Flik 3/J, Fall 1918Albatros
253.116 served as the second personal mount of Flik 3/J CO Oblt.
Friedrich Navratil. Both aircraft carried virtually the same
personal markings, and 253.06 is easily recognizable by virtue of
its internal gun installation. 253.116 represents typical Flik 3/J
colouring, which included the ‘natural’ elements of the fuselage,
upper sides of both wings and empanage being painted over in green
and possibly also brown splotches. National insignia in October
1918 remained in their original iron cross guise. Note the use of
the left wheel off of an Aviatik D.1 238.18.
ÈESKOU VERZI TEXTU NALEZNETE
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DOPPED LINEN H8545SAIL COLOUR
Mc218ALUMINIUM
WOODH3743
DARK GREYH301301
GREYH5313
DARK GREENH7323
BROWNH7222
-
eduard
13391456
56
27
43
43
13 40 27
H301301
H5313
H8545
H3743
H8545
H8545
H3743
Mc218
26
H303303
H303303
H303303
H303303
Mc218
LIGHT GREENH303303
WOODH3743
DARK GREYH301301
GREYH5313
DOPPED LINEN H8545SAIL COLOUR
Mc218ALUMINIUM
DARK GREENH7323
BROWNH7222
E Albatros D.III (Oef) 253.116 Sgt., Adolf Blaha, November
1919On November 21, 1918, Zgsf. Adolf Blaha in Albatros 253.116,
together with Stfw. Bela Mayer in Albatros 253.114 of Flik 3/J flew
to Switzerland. Here, the aircraft remained interned, and the
pilots released in the spring of 1919. Czechoslovakia was
interested in acquiring the aircraft, and after almost a year of
negotiating, was successful. However, 253.114 remained in
Switzerland as compensation for the storage of both aircraft. On
October 29, 1919, Blaha flew 253.116 to Plzeò, from where he
continued on to Kbely in Prague on November 1st. Here, however, the
aircraft was written off in a forced landing after engine failure,
which was later installed into the only Czechoslovak Fokker
D.VII(MAG) (Eduard Kit 1147). The aircraft appearance changed
minimally, the removal of armament and the overpainting of the
crosses on the tail and top wing. The bottom wing acquired
Czechoslovak markings, likely with a thin red border.
-
12
www.eduard.com Printed in Czech RepublicEDUARD M.A.,2010c
eduard
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