OEFFAG D.III "2" & "5" – 7th Kosciuszko Squadron, Merian Cooper & Edward Corsi | Lukgraph 1/32

[Boch]

Hello, everyone!

 

After a long break from the workshop section, it’s time to start a new build. It’s been two years since my last workshop thread here, during which I completed six models as part of a larger project. Hopefully, I’ll be able to share more details about it soon. 

 

Some of my work has been partially showcased on my social media, which I launched in the meantime. If you’re interested, feel free to follow Aces in Scale on Facebook and Instagram. Besides what I’ll be posting here, you’ll also find short videos covering different stages of the build, complementing the text-and-photo updates. But enough self-promotion—let’s get to the real deal!

 

My passion for both modeling and aviation history has been increasingly focused on the Polish Border Wars of 1918–1921. Over the last two years, I’ve spent a great deal of time researching this period, expanding my library, and planning my future projects. Among them, I couldn't ignore one of the most famous Polish aviation units—the legendary 7th Kościuszko Squadron. I thought this would be a fantastic topic to kick off a new workshop thread.

 

Moreover, this is a great opportunity to finally tackle a fully 3D-printed resin kit. The Oeffag D.III, with its relatively simple construction, seems like a perfect choice for my first venture into this type of build. At the same time, I hope to shed light on some lesser-known facts about the lives and service of two key pilots.

 

Robert Firszt

The Project

As the title suggests, I will be building two models:
✈️ Oeffag D.III 253.218, side number "5", flown by Merian C. Cooper
✈️ Oeffag D.III (also from the 253 series), side number "2", most commonly flown by Edward C. Corsi

It’s worth noting that during this period, aircraft were often shared among different pilots, making it difficult to assign a single "personal" aircraft to any one individual—except for higher-ranking officers. Nevertheless, I chose these two pilots because both served as flight leaders within the squadron:
🔹 Cooper commanded the "Pułaski" Flight
🔹 Corsi led the "Kościuszko" Flight

The plan is to display both models on a single base, although that might change as the build progresses.

 

Workshop Content

This thread will be divided into two main sections:
1️⃣ The historical background—covering pilots, squadron operations, and period context
2️⃣ The actual model build—step-by-step construction, detailing, and finishing

I’ll be sharing:
📜 Archival photographs
🎨 Illustrations and color profiles
📸 Detailed work-in-progress photos

Research & References

To ensure accuracy, I’ve been diving deep into available literature on the 7th Kościuszko Squadron and aviation history from that era. Some key references include:

📖 "War Wings over Galicia" – Andrzej Olejko
📖 Articles by Tomasz Kopański, especially "The Last Flight of Cooper" from Kwartalnik Militaria
📖 Interwar articles from "Przegląd Lotniczy" on air battles against Budyonny’s cavalry
📖 "Albatros Fighters" – Windsock
📖 "Die Albatros (Oeffag) – Jagdflugzeuge der k.u.k. Luftfahrtruppen" – Peter Schiemer
📖 "Albatros D.III" – P. M. Grosz
📖 "Albatros D.II & D.III Oeffag" – Petr Ahron Tesar
📖 "Albatros D.I-D.III" – Dave Hooper
📖 "German & Austro-Hungarian Aero Engines of WWI Vol. 1" – Michael Duesing

That’s all for now. Looking forward to sharing more updates soon! 

See you in the next installments.

 

Best regards,

Lukasz

Edited May 14 by Boch

[Boch]

OEFFAG D.III – THE STARS OF THE WORKSHOP

 

The time has come to introduce the key subject of this workshop – the aircraft.

Both miniatures being built will represent the Austro-Hungarian Albatros D.III Oeffag, known in Poland simply as the Oeffag D.III. This was a licensed version of the German Albatros D.III, manufactured in Austria. The two models I am working on correspond to the final production version of this fighter, designated as series 253.

Development of the Oeffag D.III

The origins of this aircraft trace back to the Albatros D.II, which was the first to be produced in the Austro-Hungarian Empire by the Oeffag company. From that point on, the two allied powers took slightly different paths in fighter development. The Germans, maintaining similar engine power, focused on reducing the aircraft’s weight. Meanwhile, the Austrians continuously reinforced the airframe while also developing their own Austro-Daimler engines. As a result, the final version of the Oeffag D.III, the series 253, achieved an impressive 225 hp.

In this way, the "student" surpassed the "master" – the Austrian Oeffag D.III outperformed the German Albatros, even its later D.Va variant. It quickly became the Austro-Hungarian Empire’s best fighter, proving its effectiveness in combat. During the Great War, it was flown by the monarchy’s top aces, such as Godwin Brumowski (35 victories), Benno Fiala (26 victories), and Frank Linke-Crawford (27 victories).

Polish Pilots on the Oeffag D.III

Many Polish pilots served in the Austro-Hungarian Air Service, flying the Oeffag D.III:

• Flik 3/J: Stefan Stec (7 victories, though only 3 confirmed), Stanisław Tomicki (killed in combat against Camels of No. 45 Squadron), Michał Solski, Franciszek Peter (6 victories, an Austrian who considered himself Polish).
• Flik 61/J: Antoni Skiślewicz, Henryk Skoczdopole (shot down in combat against Spads), Eugeniusz Roland (an important figure in Polish interwar aviation).
• Flik 9/J: Stanisław Bogusz.
• Flik 41/J: Maryan Gaweł, Henryk Szeliga.
• Flik 42/J: Zygmunt Kostrzewski, Jan Ryba.
• Flik 68/J: Kajetan Kosiński (shot down by Canadian ace Gerald Alfred Birks).
• Flik 48: Wiktor Zimmerman, likely the first Polish pilot to fly the Oeffag.

The Oeffag D.III in Poland

 

After regaining independence, Poland inherited a substantial amount of aircraft from its former occupiers. However, most of these planes were outdated or in poor condition. The urgent shortage of fighters forced Poland to seek aircraft from various sources. One such source was the former Austro-Hungarian aviation industry, where Poland had established contacts. The collapsed monarchy was in desperate need of funds, which enabled the signing of a contract for 38 Oeffag D.III series 253 fighters and 67 spare engines.

The main beneficiary of this transaction was the 7th Fighter Squadron "Tadeusz Kościuszko", followed later by the 13th Fighter Squadron. The first fighters arrived in the 7th Squadron in July 1919. From autumn 1919 to spring 1920, the squadron was entirely equipped with Oeffag D.III fighters, a rare feat among Polish units. The availability of serviceable aircraft allowed the squadron to conduct combat operations for over six months without significant interruptions.

Starting in April 1920, the unit began receiving Italian Ansaldo A.1 Balilla fighters, which gradually replaced the worn-out Oeffags. However, both aircraft types remained in service until the ceasefire in October 1920.

Squadron Colors and Markings

The squadron was divided into two flights:

• "Pułaski" Flight – aircraft with red-painted noses.
• "Kościuszko" Flight – aircraft with blue-painted noses.

However, photos suggest that some Oeffags flew without painted engine covers.

The Stars of My Workshop – Oeffag D.III "5" and "2"

➡ Oeffag D.III 253.218, fuselage number "5"

• Flown by Capt. Merian C. Cooper.
• This was Cooper’s second Oeffag, as his first was destroyed during an airshow celebrating the anniversary of Lwów’s liberation.
• Green fuselage, wings covered in Austrian "swirl" camouflage, red nose ("Pułaski" Flight), later with a white chevron for better visibility.
• Underside of the wings in natural fabric color, squadron emblem on the fuselage, and the number "5" repeated on the upper and lower wings.
• Initially had uncovered wheels, later fitted with wheel covers.
• 

➡ Oeffag D.III 253, fuselage number "2"

• Flown by Capt. Edmund C. Corsi, leader of the "Kościuszko" Flight.
• Fuselage left in natural plywood color, wings identical to "5".
• Number "2" repeated on the wings, squadron emblem on the fuselage, wheels without covers.
• Metallic engine covers and reinforcements.

What Period Am I Representing?

The models I am building depict these aircraft as they appeared in May and June 1920, when they were deployed to Kyiv as part of a detached flight tasked with covering air raids on Dnieper River crossings. Soon after, both aircraft met their fate – but that is a story for future workshop updates.

During the hot summer days, pilots removed the engine covers, altering the appearance of the aircraft – a detail I will include in my models.

 

Historical Sources

Profiles and information are drawn from:

• Tomasz J. Kopański, "7 Eskadra Myśliwska im. Tadeusza Kościuszki 1918-1921"
• Tomasz J. Kopański, "Ostatni lot bojowy kapitana Coopera"
• Peter Schiemer, "Die Albatros (Oeffag) – Jagdflugzeuge der k.u.k. Luftfahrtruppen"
• Tomasz Goworek, "Pierwsze samoloty myśliwskie lotnictwa polskiego"

In the upcoming parts of this workshop, we will take a closer look at the fate of these aircraft and their pilots.

 

That’s all for today – until next time!

 

Best regards,
Lukasz

Edited March 21 by Boch

[Kagemusha]

Great project, looking forward to seeing more.

[Boch]

First cuts

I always try to plan the early stages of a build carefully, step by step, to avoid surprises. The first focus is on the cockpit—after an initial assessment, I decided to modify the instrument panel and the pilot’s seat. Additionally, I sketched out the layout of gauges, controls, and control cables to ensure everything makes sense.

 

 

The Oeffag D.III in Polish service had its machine guns mounted lower, below the cylinder line, to reduce the risk of fuel ignition during firing. The kit represents this variant, but the instrument panel is shaped like the one used in aircraft with higher-mounted guns. This means some modifications are needed—I’ll have to cut out a section and add a brass rod according to reference materials.

 

 

 

The first components are now in hand—I’ve cut one fuselage from the sprues and divided them between the two models. The fit looks promising, so I’m hopeful that assembling everything won’t cause too many issues.

 

 

For the cockpit, I’ve prepared a set of details from Taurus, including switches, gauges, a starter magneto, and a pulsometer. I’ll also be using instrument dials from a Yahu panel designed for the Albatros D.V. Wiring will be made from various wires and elastic rigging lines.

 

 

The overall detail is really impressive. On close-ups, some minor artifacts are visible, but I think it’s all about having the right mindset when working on a model. Expectations should align with technological limitations, so let’s zoom in and take a closer look.

 

 

That’s it for today—until next time!

 

Lukasz

Edited March 23 by Boch

[Boch]

Hello,

I have cut out more cockpit elements and started modifying them according to my plan. In the first photo, you can see the firewall assembly with the ammunition box, a metal reinforcement tube, the control stick, and a bulkhead. The rudder bar and seat cushion are also visible. This section will require more extensive modifications—I plan to recreate the pulley system, add extra bulkheads for mounting, and install the control cables. The control stick operated the ailerons and elevator, while the rudder bar controlled the rudder. This is where all these mechanisms converged.

 

 

Will these modifications be highly visible? Probably not, but from experience, I know that a well-detailed cockpit provides a much better impression for those who peek through the fuselage openings. I will go into more detail about this modification in future posts. For now, I have sketched out the entire cable system and started preparing the necessary parts. I mainly posted this photo to showcase the print quality, which, in my opinion, is really good. With some proper detailing, the interior should look quite impressive.

 

 

Today, I also worked on the seats. Based on several reference photos, I confirmed that they had fairly large openings—six sizable cutouts. I prepared a template from tape, marked the center of each hole to ensure symmetry on the backrest, and then carefully drilled and sanded them. Unfortunately, I broke one seat, but luckily I had a spare, although from an older Oeffag variant. It's clear that Lukgraph is continuously improving, and the newer generations of their printed models show a significant increase in quality.

 

 

That’s all for today.

 

Best regards,
Lukasz

Edited March 24 by Boch

[scvrobeson]

Enjoying the start here, and am taking notes for future builds.

 

Is the instrument panel modification only for the Polish versions, or did the Austro-Hungraian ones also lower their guns below the cylinder line?

 

 

 

Matt 

[Boch]

7 hours ago, scvrobeson said:

Is the instrument panel modification only for the Polish versions, or did the Austro-Hungraian ones also lower their guns below the cylinder line?

 

It was different with this. The easiest way to tell is by the place where the rifle barrels come out, if the engine cover is completely on, or if there is no top, then by the way the barrels are routed. You check if they go above or below the exhaust manifold.

Lukasz

Edited March 25 by Boch

[MikeMaben]

Interesting ...

 

[blackbetty]

i have built Brumowskys 153.52 out of the Roden kit, but think about getting this kit too (funds permitting)

i like your research, will watch closely

[Boch]

12 minutes ago, blackbetty said:

i have built Brumowskys 153.52 out of the Roden kit, but think about getting this kit too (funds permitting)

i like your research, will watch closely

I invite you, I will be very happy. Your experience will definitely be valuable

[blackbetty]

keep in mind i am just an avarage modeler:

https://forum.largescaleplanes.com/index.php?/topic/26131-oeffag-albatros-diii-austrian-lft-1917/

 

[Boch]

Merian C. Cooper – The Beginning of History

 

Our historical segment begins with Merian C. Cooper. His story is crucial to understanding the presence of American volunteers in the 7th Squadron and the very formation of the Kościuszko Squadron. These men were not the only U.S. citizens who took up arms for Poland. A large number of Polish-American volunteers arrived in Poland with Haller’s Army, though that is an entirely different story.

 

Tadeusz Kościuszko

 

What set Cooper and his fellow pilots apart was that they had no direct ties to Poland—almost none.

On October 11, 1779, during the Battle of Savannah, Kazimierz Pułaski died from wounds sustained in combat while being carried in the arms of Colonel John Cooper. It was Merian’s own great-grandfather who personally brought the wounded Pułaski aboard the ship Wasp. He considered the Polish general a friend and made sure that, ten days after his death, when the ship reached land, a symbolic burial was held. Over Pułaski’s body, John Cooper swore an honor-bound oath—one day, he or his descendants would repay this debt.

 

Pulaski's death

 

According to family legend, John Cooper was also acquainted with another Polish hero, Tadeusz Kościuszko—a name well known and respected in the United States. This story, passed down through generations of the Cooper family, would later change Merian’s life forever.

 

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"Mad Bolshevik"

Merian Caldwell Cooper was born on October 24, 1893, in Jacksonville, Florida, the youngest of three children of John C. Cooper and Mary Caldwell. At the age of six, inspired by the book Explorations and Adventures in Equatorial Africa, he decided he wanted to become an explorer.

He completed his secondary education in 1911 at The Lawrenceville School in New Jersey and was admitted to the U.S. Naval Academy—but was expelled in his final year for unruly behavior. During this period, he also worked as a journalist for several newspapers.

 

 

In 1916, Cooper joined the Georgia National Guard, hoping to participate in combat against Francisco “Pancho” Villa in Mexico. For his service, he was promoted to the rank of Lieutenant, but he refused the commission—he wanted to fight on the front lines. At the same time, he became fascinated with the emerging field of military aviation (this obsession was rumored to be one of the reasons for his expulsion from the Naval Academy).

 

 

Determined to become a pilot, Cooper enrolled in a military flight school in Atlanta, graduating at the top of his class. In October 1917, he was sent to France for further training in Issoudun.

While training, he suffered a serious accident—after a strong impact to the head and losing consciousness mid-flight, his aviation career was suddenly in jeopardy. Due to a severe concussion, Cooper had to relearn how to fly from scratch.

In France, he gained experience as a bomber pilot in the 1st Day Bombardment Group of the United States Army Air Service, serving in the 20th Aero Squadron, which flew Airco DH.4 bombers. According to official records, he was credited with one enemy aircraft downed.

Ironically, the squadron’s emblem was a "Mad Bolshevik".

 

The emblem—a bearded figure wearing a bowler hat, running with two spherical bombs—was created as a PR stunt. In the fall of 1918, the Bolsheviks of the Russian Revolution had not yet gained the ominous reputation they would later hold. The squadron members believed the bomb-throwing radical symbolized what they intended to do to the Germans. Embracing the squadron’s unconventional and whimsical spirit, they immediately named their mascot the “Mad Bolshevik,” and thus became known as the Squadron of the Mad Bolsheviks.

Merian C. Cooper could never have known that, after serving in the Squadron of the Mad Bolsheviks, he would soon be fighting them like a scourge from above.

 

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The Fateful Day – September 26, 1918

On September 26, 1918, the squadron received a high-risk mission—to bomb the crucial Dun-sur-Meuse bridge, which spanned the Meuse River about 15 kilometers behind enemy lines.

The first bombing wave, Breguet bombers, took off and was intercepted by ten German Pfalz fighters. Despite the loss of Lieutenant Paul J. O'Donnell, the Americans managed to shoot down two enemy aircraft and complete their bombing run.

However, the Germans remained in the area, waiting for the second wave—Cooper’s squadron of DH.4 bombers.

As Cooper and his formation approached, five German fighters attacked them. Just as they repelled the initial assault, 15 or more Fokkers appeared above them and dived straight down into the American formation. The odds were overwhelming.

The result was devastating—three DH.4s went down in flames within enemy territory, a fourth aircraft, crippled and with a severely wounded observer, caught fire mid-flight before crashing.

 

 

Cooper’s own DH.4 was hit, and his engine caught fire. He assumed his gunner/observer, Lieutenant Edmund Leonard, was dead, and he prepared to jump to his death rather than burn alive. However, at the last moment, he saw that Leonard was still moving despite his injuries.

Instead of jumping, Cooper climbed back into the cockpit and managed to bring the burning aircraft down for a crash landing, saving his observer. In the process, he suffered severe burns to his hands and face.

September 26 was the worst day in the history of the 20th Aero Squadron—five out of seven bombers were lost, and eleven airmen perished.

For Cooper, the war was over.

Captured by the Germans, he spent the last weeks of the war in a military hospital near Wrocław. The U.S. Army officially listed him as deceased.

But not only did he survive, he saved his observer’s life as well.

While recovering at a Red Cross hospital in Neuilly, France, Cooper was nominated for the Distinguished Service Cross (DSC). However, in a remarkable display of character, he refused the decoration, writing:

“With all due respect, I ask that my nomination for the Distinguished Service Cross be withdrawn. [...] Upon hearing of my nomination, I was initially overjoyed, as I hold such an honor in the highest regard. However, after much thought, I have come to the conclusion that it would be unjust and unworthy of me to accept an award that was not equally given to the six other officers who fell in flames and perished during the same mission. I did not display any greater courage than my fallen and surviving comrades. [...] I sincerely hope this does not in any way affect the recommendation for my observer, Lieutenant Edmund Leonard, whose actions far surpassed my own.”

That was Merian C. Cooper—a warrior with an unshakable sense of honor.

But although the Great War had ended, his war was far from over.

 

To be continued…
__________________________________________________________________________________________________________________________________________________________________________

Workshop Update – Oeffag D.III

The last few days have been mostly spent analyzing the gathered reference materials. This stage is rather tedious, with no spectacular progress on the workbench—most of the effort goes into brainstorming and planning. However, a few significant steps have been made.

The most important one was establishing contact with Craftlab Restaurations, from whom I received some incredibly interesting photographic materials on the construction of the Oeffag D.III. Once again, I was reminded of how fantastic the people around me are—everyone eagerly offered their help and support, which has pushed the project forward in a meaningful way. A huge thank you to all the good souls out there (you know who you are!).

Without further ado, let's get into the details.

 

 

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Control Cables & Pulley System

As I mentioned earlier, I plan to add control cables in the cockpit and recreate the pulley system that transferred input to the control surfaces. Below is a diagram of the rudder bar and control stick linkage, along with some cockpit photos that proved to be invaluable references. Additionally, a friend helped me produce the necessary parts.

 

 

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Pulley Blocks

After an initial cleanup, the pulley blocks were test-fitted inside the fuselage halves—visible in the photos.

 

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Control Sticks

Work on the control sticks is also complete. I modified the following components:

• The pulley block for the aileron and elevator control cables

• The adjustment lever

• The guide for the control cables

For comparison, you can also see a third control stick in the photos—this is the original from an earlier edition of the kit.

 

 

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Rudder Bar & Frame Rib

I also prepared the frame rib combined with the rudder bar. The rudder bar itself received a few small modifications—I added bolts and a cable guide.

 

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Instrument Panel

The biggest challenge at this stage turned out to be the instrument panel. It required not only cutting but also rearranging the equipment layout and repositioning the gauges.

• The starter switch and magneto selector were sanded down—I will replace them with resin parts (you can see them in the photo, though they are not yet complete).

• The additional gauge above the starter will serve as an inclinometer.

• In the original kit, the inclinometer is placed at the base of the seat—however, I plan to install a compass there instead, which I will scratch-build.

• The tube connecting both parts of the instrument panel received guides, which I further detailed with small strips of styrene.

• The screws and rivets holding the gauges were replaced with metal alternatives.

In the photos, you can see the modified instrument panel dry-fitted together, with the original panel in front of it for comparison.

All additional elements are mounted on small locating pins—this will strengthen the CA glue joints, making them more durable and resistant to damage.

 

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That’s all for today—until next time!

 

Best Regards

Lukasz

Edited March 29 by Boch

[Madmax]

This is fantastic Lukasz! Apart from the unbelievable detail in the build, there is the incredible detail in the Cooper story. Really enjoying it... 

[Boch]

Workshop – Cockpit Fitting and Engine Preparation

As I’ve mentioned before, this is my first fully resin model. So before painting, I needed to make sure that the fuselage, with all the modifications and kit parts, fits together properly and that I can close it without major issues.

In this model, the cockpit is not a separate module that gets enclosed within the fuselage. The fuselage walls serve as load-bearing structures, which makes this step crucial.

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Cockpit Test Fit

I used Maskol to temporarily install the key cockpit components. Some elements are still missing, including:

• some instruments on the instrument panel,

• the throttle and fuel mixture control mechanisms,

• the compass, wiring, and control cables.

Of course, all the elements will still need to be sanded and the edges, shapes and overall aesthetics will need to be refined. Some of the imperfections will definitely come out after the primer is applied, so I'm not particularly concerned about that at the moment.

 

 

 

In the following pictures, you can see a schematic layout of the wiring on both fuselage sides and throttle and fuel mixture control mechanisms. Control cables are not marked yet.

 

 

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Instrument Panel Modifications

I decided to modify the panel above the fuel tank on the left fuselage side:

• Most of the original details were sanded off,

• I prepared the surface for new gauges and switches.

 

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Engine Test Fit

As I mentioned earlier, I also plan to test-fit the engine, as well as:

• the engine mounting frame,

• all supporting structures,

• and ensure that everything fits together with no surprises.

The engine itself looks very promising, as you can see. On the second base, you’ll find various engine components – intake and exhaust manifolds, as well as different piping.

Building this engine is definitely going to be a lot of fun!

 

 

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That’s it for today—more updates coming soon!

Best regards,

Lukasz

[Marcin_Matejko]

Great project Łukasz. And with a great story in the background, I like these models the most. Good luck with the build