~IR~CES

oft~c
~USiRO~HUNG~RI~N
EMPIRE
1914-1918
by
DR MARTIN O'CONNOR

Champlin
Fighter
Museum
Press
 ~IR~OES
oftlle
~SlRO-HU~RI~N EMPIRE
1014-1018
by
DR MARTIN O'CONNOR

The Illustrations on the dust jacket are as follows:

FrontCover,top to bottom:
The Albatros 0.111(Oef) 153.209of Godwin Brumowski
The Albatros 0.111(Oef) 153.11of Frank Linke-Crawford
The Oeffag Type "H" flying boat of Gottfried Banfield
Spine: The Arms of the Austro-Hungarian Empire
lear Cover,top to bottom:
The Lohner 8.11C.11 of Julius Arigi
The PhOnix D.lla 422.30of Karl Teichmann
The Aviatik 0.1 138.99of Friedrich Hefty
The Aviatik 0.1 338.02of Bela Macourek
Cow, delip: Dr. Martin O'Connor

Champlinflshter
Mweum Preti
ISIN CM121~3-3
 Doctor Martin O'Connor was born in 1942 in New
York City. He attended Cardinal Hayes High School
and Fordham College, and received his Doctor of
Medicine degree from New York University in 1967.
Following internship, he served two years as a pediatri-
cian at Offut Air Force Base in Omaha, Nebraska. After
additional post-graduate studies, he became a
Diplomate of the American Board of Diagnostic
Radiology in 1974. He has practiced that specialty since
then.
Doctor O'Connor's interest in Hapsburg aviation
began in 1975. While researching a planned model,
he became aware of the virtual absence of reliable
information about the colors and markings of Austro-
Hungarian aircraft. He then embarked on intensive
research, during which he became aware of the
tremendous courage demonstrated by the fliers of the
Dual Monarchy. His admiration for these extra-
ordinary men led to the writing of this book.
Doctor O'Connor is a longtime member of Cross
and Cockade (US and UK), the American Aviation
Historical Society, the Osterreichische Flugzeug
Historiker, the League of World War I Aviation
Historians, and the International Plastic Modelers
Society. He has provided consultant services to the
National Air and Space Museum in Washington, DC
and the Champlin Fighter Museum in Mesa, Arizona.
Doctor O'Connor lives in Woodbury, Connecticut.
 ~

An Italian Caproni Ca.3 bomber under attack by two Austro-Hungarian Albatros D./11 (Oef)
fighters, Italy, 1918. This photo, one of the very few authentic shots depicting World War
One aerial combat, was taken from an observation balloon of the Austro-Hungarian
"Ballonkompanie" 1. (Kostrba Photo)
 i\lRi\CES
cft~e
i\USiRO-HUNGi\Rli\N
EMPIRE
1914-1918
by
Dr. Martin O'Connor

Champlin Fighter Museum Press

Falcon Field, Mesa, Arizona 85205

With color drawings by Ray Rimell

Copyright c by Martin D. O'Connor, M.D., 1986
Published in the United States by Champlin Fighter Museum Press
Falcon Field, Mesa, Arizona 85205

All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form
by any electronic or mechanical copying system without written permission of the publisher.

ISBN 0-912173--03-3
Printed in the United States of America

Library of CongressCatalogingin PublicationData:

O'Connor, Martin D. 1942-

Bibliography: P.340
Includes index.

1. World War, 1914-1918-A Aerial Operations, Austrian.

2. Fighter pilots-Austria-Biography. 3. World War,
1939-1945-Biography. 4. Austro-Hungarian Monarchy.
Heer-Aviation-Biography. I. Title.
D607.A9026 1986
940.4'49436 86-8237
ISBN 0-912173--03-3
This book is dedicated to

Karl Meindl of Nettingsdorf, Austria

Oswald Kostrba of Vienna, Austria
Peter Grosz of Princeton, New Jersey
Rodney Gerrard of Hull, England
the late Rinaldo D'Ami of Milan, Italy
and Rosalee Greco O'Connor of Woodbury, Connecticut

gracious, generous, and gentle persons all.

 TABLE OF CONTENTS

Introduction ........................................................................................................ 8
Acknowledgements ................................................................................................. 10
The Aces and Their Victories
1 Hauptmann Godwin Brumowski (35 confirmed/8 unconfirmed victories) ........................................... 12
2 Offizierstellvertreter Julius Arigi (32 confirmed victories) .......................................................... 20
3 Oberleutnant in der Reserve Benno Fiala Ritter von Fernbrugg (28 confirmed/5 unconfirmed victories) ............... 26
4 Oberleutnant Frank Linke-Crawford (27 confirmed/1 unconfirmed victories) ........................................ 32
5 Leutnant (Post.) Josef Kiss (19 confirmed victories) ................................................................ 40
6 Leutnant in der Reserve Franz Graser (18 confirmed/1 unconfirmed victories) ....................................... 46
7 Feldwebel Eugen Bonsch (16 confirmed/1 unconfirmed victories) .................................................. 50
8 Stabsfeldwebel Stefan Fejes (16 confirmed/4 unconfirmed victories) ................................................ 54
9 Oberleutnant in der Reserve Ernst Strohschneider (15 confirmed/1 unconfirmed victories) ........................... 58
10 Hauptmann Adolf Heyrowsky (12 confirmed victories) ............................................................ 62
11 Offizierstellvertreter Kurt Gruber (11 confirmed victories) ......................................................... 66
12 Oberleutnant Franz Rudorfer (11 confirmed/2 unconfirmed victories) .............................................. 70
13 Oberleutnant Friedrich Navratil (10 confirmed victories) .......................................................... 74
14 Hauptmann Raoul Stojsavljevic (10 confirmed victories) ........................................................... 80
15 Linienschiffsleutnant Gottfried Freiherr von Banfield (9 confirmed/11 unconfirmed victories) ......................... 84
16 Hauptmann Otto Jindra (9 confirmed victories) ................................................................... 96
17 Ober/eutnant Georg Kenzian Edler von Kenzianshausen (9 confirmed victories) .................................... 100
18 Offizierstellvertreter Karl Kaszala (8 confirmed victories) ......................................................... 104
19 Hauptmann Heinrich Kostrba (8 confirmed victories) ............................................................ 108
20 Oberleutnant Alexander Tahy (8 confirmed victories) ............................................................ 112
21 Stabsfeldwebe/ Ferdinand Udvardy (8 confirmed victories) ....................................................... 116
22 Oberleutnant in der Reserve Josef Friedrich (7 confirmed victories) ............................................... 120
23 Oberleutnant in der Reserve Ludwig Hautzmayer (7 confirmed victories) .......................................... 124
24 Oberleutnant in der Reserve Otto Jager (7 confirmed victories) ................................................... 128
25 Hauptmann Josef von Maier (7 confirmed victories) ............................................................. 132
26 Stabsfeldwebel Johann Risztics (7 confirmed victories) ........................................................... 136
27 Stabsfeldwebel Andreas Dombrowski (6 confirmed victories) ..................................................... 140
28 Hauptmann Johann Frint (6 confirmed victories) ................................................................. 144
 29 Feldwebel Alexander Kasza (6 confirmed victories) .............................................................. 148
30 Hauptmann Karl Nikitsch (6 confirmed victories) ................................................................ 152
31 Oberleutnant Franz Peter (6 confirmed victories) ................................................................ 156
32 Oberleutnant in der Reserve Josef Purer (6 confirmed/1 unconfirmed victories) .................................... 160
33 Oberleutnant Roman Schmidt (6 confirmed victories) ............................................................ 164
34 Oberleutnant Rudolf Weber (6 confirmed victories) ............................................................. 168
35 Feldwebel Julius Busa (5 confirmed victories) ................................................................... 172
36 Offizierstel/vertreter Friedrich Hefty (5 confirmed/4 unconfirmed victories) ........................................ 176
37 Offizierstel/vertreter Julius Kowalczik (5 confirmed victories) ..................................................... 182
38 Feldwebel Franz Lahner (5 confirmed victories) ................................................................. 186
39 Fregattenleutnant Friedrich Lang (5 confirmed victories) ......................................................... 190
40 Stabsfeldwebel Johann Lasi (5 confirmed victories) .............................................................. 194
41 Oberleutnant in der Reserve Bela Macourek (5 confirmed victories) .............................................. 196
42 Oberleutnant in der Reserve Kurt Nachod (5 confirmed victories) ................................................ 200
43 Feldwebel Augustin Novak (5 confirmed/1 unconfirmed victories) ................................................ 204
44 Oberleutnant Karl Patzelt (5 confirmed victories) ................................................................ 208
45 Leutnant in der Reserve Alois Rodlauer (5 confirmed victories) ................................................... 212
46 Oberleutnant Rudolf Szepessy-Sokoll von Negyes et Reno (5 confirmed victories) .................................. 216
47 Feldwebel Karl Teichmann (5 confirmed victories) ............................................................... 220
48 Offizierstellvertreter Karl Urban (5 confirmed victories) .......................................................... 224
49 Offizierstellvertreter Franz Wognar (5 confirmed victories) ....................................................... 228
Color Section ..................................................................................................... 232
Appendix I - The Austro-Hungarian Army Air Service A Brief Overview .............................................. 258
Appendix II - The Austro-Hungarian LFT Serial Number System ..................................................... 260
Appendix Ill - The Aircraft of the Aces ............................................................................ 263
Appendix IV - The Aces' Victories by Aircrew Role ................................................................. 267
Appendix V - The Aces' Victory Lists .............................................................................. 268
Appendix VI - Maps ............................................................................................. 332
Bibliography ...................................................................................................... 334
Index of Names ................................................................................................... 335
 INTRODUCTION
It is amazing they did as much as they did, all things con-
sidered. The flyers of the Austro-Hungarian Empire had to sur-
mount the end products of an empire and a system that were
severely flawed and doomed to eventual failure.
The economy of the Hapsburg Monarchy was basically an
agrarian one with comparatively little capacity for industrial pro-
duction. Even this basically small capability was further reduced
in the pre-war years by a "brain drain," in which many of the
Empire's more talented designers and engineers emigrated to
other, more industrialized nations.
Shortages were rampant. Everything from tube steel to skilled
industrial laborers was in very short supply. The Allied blockade
which was so effective against Germany was even more
devastating in its effect on Austria-Hungary. The coal shortages,
for instance, during the winters of 1916-17 and 1917-18, were
so severe they slowed factory production to a virtual standstill.
The bureaucracy was convoluted and inefficient. In addition,
the Fliegerarsenal, which had the overall responsibility for the
testing and obtaining of equipment for the Army Air Service,
was under the direction of the Ministry of War, a civilian
authority. The Commander-in-Chief of the Army Air Service had
no direct authority over the Fliegerarsenal and was forced to
work through frustratingly indirect channels.
The end result of this system was a total wartime production
of 5,000 aircraft and 4,000 engines. Some meaning can be
extracted from these figures by considering that one of the Dual
Monarchy's multiple foes, Italy, entering the war almost a year
later than Austria-Hungary, managed to produce 20,000 air-
frames and 38,000 engines! The maximum number of frontline
aircraft ever in service at any one time with the Austro-
Hungarian Army and Navy was a combined total of 550, spread
over the Balkan, Russian and Italian fronts.
And there was more. The difficulties of creating a cohesive
8
fighting force must be understood in light of the fact that the
extremely varied peoples of the Hapsburg Empire spoke a total
of no less than 14 languages. Verbal and written communica-
tion was at times disastrously poor. In addition, the desire for
independence among the Empire's various composite national
groups, sometimes subtle but often quite manifest, was another
factor strongly harmful to the Austro-Hungarian war effort.
Perhaps the least appreciated of the Empire's difficulties, and
the one most pervasive, was the fact that the social system of
the Dual Monarchy was hopelessly out of date. It was an
eastern, feudal system much closer to Tsarist Russia or Turkey
than to England or Germany. This was manifested in the armed
forces by a sharply-defined separation between officers and
enlisted men. Even the food was different. There are documents
in the War Archive in Vienna showing that to the end, despite
severe shortages, the authorities maintained that for "legitimate
reasons" officers must be fed better and in "proper fashion."
Perhaps most harmful was the understanding that there was
no end to the separation. In contrast to the German armed
forces where one could "rise from the ranks" to officer status,
receive the highest awards, and even join the ranks of the
nobility, in the Austro-Hungarian armed forces, only a single
non-commissioned flyer (Josef Kiss) was ever made an officer,
and that promotion was posthumous.
The words of historian Christian Willars concerning the flyers
of Austria-Hungary are so true, "They fought, despite!"
The price they paid was enormous. In the Naval Air Service,
20 percent of the flying personnel gave their lives. In the
Army Air Service the figure was 36 percent!
In the final analysis, when one puts aside the problems of
a poor military-industrial complex and a stiflingly repressive
social system, one is left with the fact that, despite all these
problems, these flyers, operating under all manner of handicaps
while almost invariably outnumbered, still carried the air war
to the enemy virtually to the last days of the war, with
remarkable success. It is, as eventually most stories are, a tale
of people. In this particular case, it is a story of the triumph
of human devotion, sacrifice and, above all, courage. I deem
it a personal privilege to be able to record the stories of these
49 exceptional men.
A brief explanation is in order concerning the manner of
presentation of this book's contents. The photos, which repre-
sent the fruits of ten years' collecting, I feel are only worth print-
ing if the reader knows what he or she is looking at. Therefore,
the photo captions are longer than average to allow the inclu-
sion of sufficient information to make the photos interesting
and meaningful to the reader. This same purpose was also in
mind when writing the paragraphs of text which accompany
the color illustrations.
The aces' biographies are arranged in order of the number
of confirmed victories. Those aces having the same number
of credited victories are arranged alphabetically. This order is
presented as part of the Table of Contents.
The victory lists are felt to be the most complete and accurate
ever assembled. The Austro-Hungarian general policy concern-
ing the crediting of victories was this: each crew member of
an aircraft which significantly contributed to the defeat (not
necessarily the destruction) of an enP.my airplane, balloon or
airship received credit for one full victory. Those flyers with
five or more confirmed victories were considered aces. Victories
scored as a fighter pilot, two-seater pilot or aerial gunner all
counted equally.
Germanic name forms are used for the sake of uniformity
and because German was the official language of the Austro-
Hungarian Empire. For the sake of brevity and simplicity, the
namesof the various decorations are given in English. The first
time any rank is mentioned in a biography, it is translated.
Thereafter, it is not. Also, for brevity's sake, when the various
aces are mentioned in captions or biographies other than their
own, they are most often written without rank. It is felt that
each ace's rank at any given stage of his career has been ade-
quately covered in his own biography.
The maps are limited to the Italian front since this was, from
an aviation viewpoint, by far the busiest area and the one for
which maps are most meaningful. The vastness of the Russian
and Balkan fronts and the absence of precise geographical in-
formation in so many cases do not lend themselves to effec-
tive map-making.
There is a small number of appendices. The choice of what
to include was made by asking myself the question: "What are
the things I myself am constantly referring to?"
For the reader unfamiliar with the role of Austria-Hungary
in World War One, a quick review of Appendix I, "The Austro-
Hungarian Army Air Service-A Brief Overview," might prove
useful before reading the main body of the text.
A bibliography is also included, containing books I have
found particularly useful.
In the course of researching and writing this book, much help
has come from many, many sources. The six persons in the
dedication are those without whose help this book could not
have been written. The many others who deserve special
recognition are included in the "Acknowledgements" section.
Martin D. O'Connor, M.D.
65 Goodhill Road
Woodbury, Connecticut
May, 1984
9
 ACKNOWLEDGEMENTS
I wish to extend my deep and sincere thanks to these many
people who were so helpful to, me. They are listed by country:
Australia: Colin Owers provided many photographs and his
aircraft drawings were quite helpful in the preparation of this
book's color plates.
Austria: Oswald Kostrba was my host in Austria during my
many visits there. He ran my ads in the Vienna newspapers.
He helped arrange and conduct numerous interviews with
World War One personnel. He provided me with much infor-
mation about his father (ace Heinrich Kostrba) and with many
of the more unusual photos in this book. Perhaps most impor-
tantly, his enormous knowledge of history gave me a fine in-
sight into the soul of the Austro-Hungarian Empire.
Karl Meindl surely knows more about the personnel of the
Austro-Hungarian air services than any other man alive. His
remarkable generosity gave me complete access to his enor-
mous document and photo archives. He also introduced me
to ace Julius Arigi.
Robert Stach opened his fine and unusual photo archives to
me, and his wife Irene helped him understand my slang-filled
English letters. The Sigl-Meissner family generously donated
the photo collection of Feldpilot Korporal Franz Leo Sigl.
Konrad Molin cheerfully provided me with photographs, but
even more important, he helped arrange several interviews with
former pilots. Dr. Erich Gabriel helped make my visits to the
War History Museum in Vienna most productive. Reinhard
Keimel was similarly helpful at the Technical Museum in
Vienna. Robert Veinfurter and Dr. Erich Hildebrandt were most
helpful during my many research forays into the War Archive
10
in Vienna. Dr. Peter Schiemer was quite helpful during several
visits to his home. Dr. Reinhard Masajdek, Walter Schroeder,
Peter Schupita, and Bernhard Totschinger also provided much
valuable information. The late Julius Arigi gave me an entire
day of his time, patiently answering my endless questions.
Canada: During my many visits to the research facilities in
Ottawa, Robert Bradford at the National Museum of Science
and Technology, and Alfred Shortt at the Rockcliffe Aero-
nautical Collection, were unfailingly gracious and helpful. Ken-
neth Molson was generous with his photographic material.
Czechoslovakia: Dr. Josef Krybus gave me considerable help
at the Technical Museum in Prague. Radko Vasicek provided
many unusal photographs.
West Germany: Franz Selinger hosted my research visit to
his country and generously opened his archives of documents
and photographs to me. Heinz Riediger and Dr. Werner Morath
provided valuable photos from the collections of their respec-
tive fathers.
Great Britain: Rodney and Lesley Gerrard hosted my research
trip to northern England. Rodney's fabric collection was of
critical importance in establishing several of the colors used
in the color plates. George Haddow was generous with his
extensive photographic collection and with his extremely fine
aircraft drawings. Steve Simkin made available his superb draw-
ings of the Aviatik D.I fighters. Raymond L. Rimell labored with
excellence and dedication to produce the outstanding color
artwork used in this book. Ian Stair and Harry Woodman also
provided significant information.
Hungary: Laszlo Winkler and lstvan Antal provided useful in-
formation on several of the Hungarian aces.
Italy: The late Rinaldo D'Ami was my host many times in
Milan. We shared many exhilarating 18-hour days together,
working on his enormous archives. He was a pivotal conduit
to many important interviews. He was unfailingly gracious and
generous to a fault.
Barone Goffredo de Banfield (Gottfried Banfield), as detailed
in his biography, both in our conversation and in extensive
follow-up correspondence, was extremely helpful in many
respects, including the establishment of several of the colors
used on Austro-Hungarian aircraft. The Caproni di Taliedo
family were gracious hosts and provided much valuable infor-
mation. Georgio Apostolo, Dr. Roberto Gentilli, and Dr. Aldo
Bellei guided me to several fruitful sources of information.
Orazio Curti helped open the treasures of the Leonardo da
Vinci Museum of Science and Technology in Milan.
Poland: Dr. Thomas Goworek provided much useful infor-
mation, particularly concerning the careers of Austro-Hungarian
pilots who served in Poland after World War One.
United States: Peter Grosz was the single most helpful per-
son in the early stages of this work, providing me with encour-
agementand numerous contacts in Europe and North America.
His extensive archives of documents and photos have always
been available to me as have his skills as a proofreader. Neal
O'Connor welcomed me many times to his "Foundation for
Aviation World War One" in Princeton, New Jersey. It was he
who cultivated in me a knowledge of the awards and decora-
tions of Austria-Hungary and, most importantly, a sense of their
significance. James L. Kerr Ill provided much assistance in the
translation of Italian military ranks and concerning the iden-
tities of a number of the Italian crews downed by the Austro-
Hungarian aces. Fred Hefty was a generous host, providing me
with much information and photographic material concerning
his father, ace Friedrich Hefty. Ingeborg Sulkowski provided
much unique information concerning the person who was her
father, Godwin Brumowski. Lieutenant Colonel Aladar de
Heppes provided me with much first-hand knowledge of a
number of the Hungarian aces. Steven Zaloga generously pro-
vided me with valuable advice before I embarked on this
project. Ernest Vagi provided many helpful photographs.
Leonard Opdycke helped with many good technical references.
George Lee, A.E. Ferko and Greg Van Wyngarden all provided
valuable information. Ruth Harney typed this extremely
demanding manuscript with skill, dedication and a much-
needed sense of humor. Martin Patrick O'Connor, my father,
has been unstinting in his encouragement and support
throughout this project. Barrett Tillman has been a most helpful
and encouraging editor. Last, and by no means least, Doug
Champlin and his commitment to excellence have always been
there, encouraging me to make this book as good as I possibly
could, knowing the fruits of my labors would only receive first-
class treatment.
Finally, Rosalee Greco O'Connor and Brian Francis Kennedy
were my best friends when I began this project, and they re-
main so, and more than this I cannot say.
I extend to all of these people my sincere and profound
thanks.
11
"Hauptmann" Godwin Brumowski. According to the face sheet of his flight log,
his hair was light blond, his eyes were blue and he stood 1.77 meters tall. The
monocle, thought by many to be an affectation, was actually quite
functional and necessitated by an eye deficiency that was solely
right-sided. According to his daughter, he wore it almost all
the time, even when swimming. (Kostrba Photo)
 Brumowski in German-built Hansa-Brandenburg D.I (KO) 65.53,
December, 1916. Note the ammunition laid in horizontal layers
inside the "baby coffin" over the top wing. The canvas
ammunition belt was removed by Brumowski from its
usual feed-wheel because of the great tendency
towards jamming when stored on the wheel.
(Kostrba Photo)

GODWIN BRUMOWSKI

Godwin Brumowski was an unusually energetic, skilled and
courageous soldier. He shared many similarities with Ger-
many's Baron Manfred von Riclithofen, including a gift for
leadership and military administration as well as considerable
flying talent. Like von Richthofen, he was also his nation's most
successful fighter pilot.
Brumowski was born July 26, 1889, in the village of Wadowice,
Galicia, in what is now Poland. This tiny village was further
distinguished some years later when the man who would
become Pope John Paul II was also born there. Brumowski was
born into a military family. He attended the Technical Military
Academy in Modling, near Vienna, and was graduated on
August 18, 1910. Upon graduation, he was assigned as a Leut-
nant (Second Lieutenant) to the Austro-Hungarian Field Artillery
Regiment No. 29.
The outbreak of World War One found Brumowski serving
as RegimentalAdjutant with the 6th Artillery Division, now with
the rank of Oberleutnant (First Lieutenant). He served with this
unit on the Russian front until July, 1915, being awarded the
Bronze and Silver Military Merit Medals (Signum Laudis) for
bravery.
In July, 1915, he was assigned as an officer-observer to Flik
1, based at the airfield at Czernowitz (today Tschernowzy,
U.S.S.R.)under the command of Hauptmann (Captain) Otto Jin-
dra. He very soon proved himself to be one of the very best
observers on the entire Russian front.
Brumowski, flying as observer in Knoller-Albatros B.I 22.23,
piloted by Otto Jindra, participated in an audacious action on
April 12, 1916.They, along with six other Austro-Hungarian air-
craft, bombed a Russian military review in the city of Chotin
on the occasion of the visit of Tsar Nicholas II and General
Brussilow to that city. To add insult to injury, not only did they
rain (bombs) on the Tsar's parade, but Brumowski and Jindra
also shot down two of the seven Russian Morane-Saulnier
Parasols that took off to intercept them! These were
Brumowski's first confirmed victories in air combat.
After receiving pilot's training, Brumowski was given the title
of "Feldpilot" (Field Pilot) at Flik 1, July 3, 1916. (The Fleks were
units of the Army Air Service responsible for the manpower
needs of the frontline squadrons, the Fliks.) Five days later, hav-
ing completed the prescribed number of frontline combat mis-
sions, he was awarded his field pilot's badge.
In November, 1916, Brumowski was transferred to Flik 12 on
the Italian front, under the command of Hauptmann Arpad
Gruber. On December 3, 1916, Godwin scored his fourth vic-
tory when he combined with Linienschiffsleutnant (Lieutenant
Commander) Gottfried Banfield of the Trieste Naval Air Station
and Zugsfuhrer (Sergeant) Karl Cislaghi of Flik 28, in downing
the Italian Caproni bomber Ca.1, serial 1233, near Mavinje.
On January 2, 1917, Brumowski became an ace when he
scored a victory over an Italian Farman two-seater in the vicinity
of Lake Doberdo. Brumowski and his observer, Oberleutnant
Julius Gyorffy von Telekes, were flying Hansa-Brandenburg C.I
68.24 during this action.
In February, 1917, Flik 41J was established as the first pure
fighter unit in the Austro-Hungarian Army Air Service (LFT).
Brumowski was given the enviable assignment of commanding
this squadron. Before taking over command, however, he
sought and was granted a brief posting to German Jasta 24 on
the western front in order to obtain firsthand experience with
German unit organization and fighter tactics. In his time atjasta
24, March 19-27, 1917, Brumowski flew four frontline combat
missions. He also had some contact with Manfred von
Richthofen and was quite impressed by him and by the red
paint schemes of his aircraft.
From the time Brumowski took command of Flik 41J in April,

13
 1917 until his relinquishing command in late 1918, many of the
finest fighter pilots of the Dual Monarchy served with the
squadron, including Frank Linke-Crawford, Kurt Gruber, Karl
Kaszala,Josef Novak, Friedrich Navratil, Rudolf Szepessy-Sokoll,
and, for short times, Julius Arigi and Benno Fiala von Fernbrugg.
Flik 41J was one of the very finest of the fighter squadrons, if
not the finest, in the entire LFT.
Brumowski scored a handful of victories in May and June,
1917, but on August 10, 1917, he initiated a truly remarkable
string of combat successes. In the 19 days from August 10-28,
1917, he scored no fewer than 18 victories, 12 of which were
officially confirmed! Much of this occurred during the increased
air fighting accompanying the Eleventh Battle of the lsonzo
(August 18-September 15, 1917).The great majority of these vic-
tories was scored in what was perhaps Brumowski's favorite
aircraft, Hansa-Brandenburg D.I (KD) 28.69. He opened his scor-
ing for this particularly productive period with his tenth con-
firmed victory, an Italian Nieuport fighter downed near
Chiapovano, scored while flying KD ("star-strutter") 28.69.
On August 19, 1917, Brumowski scored his first victory in an
Albatros fighter, when, flying D.111(Oef) 153.06, he shot down
in flames an Italian Caudron two-seater near Karbinje-lvangrad.
With this victory, his 15th, he achieved "triple-ace" status.
Brumowski's first confirmed "double" occurred August 20,
1917, when he participated in the destruction of two Italian
Caudron reconnaissance biplanes, one while flying Albatros
D.111(Oef) 153.06 and the other while flying his favorite "star-
strutter", 28.69.
Three days later, again in KD 28.69, he combined with
Oberleutnant Frank Linke-Crawford and Korporal (Corporal)
Heinrich Mayrbaurl to force down a Savoia-Pomilio two-seater
of the 45th Italian Reconnaissance Squadron. This was his 20th
victory. The Italian crew, Tenente Osservatore (Observer First
Lieutenant) Cesare Mazzarino and Sergente Pilota (Sergeant
Pilot) Ermanno Malaspina, were captured unharmed.
Brumowski's 22nd victory was achieved October 9, 1917,
when he attacked an enemy observation balloon anchored near
the Isola Morosina. Though the balloon collapsed and burst
into flames the crewmen saved themselves by using their
parachutes. This marked Brumowski's first victory in Albatros
D.111(Oef) 153.45,a machine he had painted red overall. To this
basic scheme he added black-shrouded skulls on both sides
of the fuselage and to the fuselage top decking behind the
cockpit. It was only the first of several Brumowski aircraft so
marked.
Another "double" followed on November 23, 1917, when
Brumowski and Frank Linke-Crawford together downed two
Italian Nieuport fighters near Cortelazzo, in the vicinity of the
mouth of the Piave River.
After a relatively quiet winter of 1917-1918, things warmed
up in a hurry for Brumowski in February when twice in four
days he came very close to a glorious end to his flying career.
On February 1, 1918, flying Albatros D.111(Oef) 153.45, he
became involved in an aerial duel with seven or eight enemy
aircraft. In the course of this combat, 26 bullets struck the
fuselage of his Albatros. The fuel tank mounted in the upper
wing was also punctured, and the escaping fuel set fire to the
upper wing and the right lower wing of his aircraft. He fought
the flames as best he could and headed immediately for the
safety of his airfield, which he was fortunate to reach without
significant personal injury.
Brumowski courted death once more only three days later.
On this flight, he was in Albatros D.111(Oef) 153.52. In the
general vicinity of Passarella, he was trapped by what he
described as "eight English fighter aircraft." Again,. his aircraft
was shot full of holes, with the fabric ripping off his left lower
wing and the main spar of his right lower wing shattering. In
this decidedly lethal condition, he was fortunate to be able to
break away from his adversaries and effect a forced landing
on the Passarella airfield. Upon touching down, this now-
unstable aircraft flipped over and landed on its back.
Brumowski again escaped essentially unharmed.
14
Brumows1<i entered the month of June, 1918 with 31 con-
firmed aerial victories. His remaining victories would be
achieved against the backdrop of the last Austro-Hungarian of-
fensive of the war, the Battle of the Piave (June 15-23, 1918).
His scoring for the battle was opened June 16, 1918, when
he sent an enemy observation balloon down in flames near
Spresiano, while flying Albatros D.111(Oef) 153.209. He was fly-
ing the same aircraft three days later when he scored his last
double of the war. Near Passarella, he attacked an observation
balloon and sent it crashing to earth in a fireball in the Val
Grassabo. Later that day, flying the same Albatros, he sent an
Italian reconnaissance two-seater down in flames, near Comtee,
south of Candelu. His final victory came the next day while par-
ticipating in the aerial protection of the last intact bridge across
the Piave River. He attacked an Italian Ansaldo SVA-5 which
was attempting to bomb the Piave bridge, and, after a hotly-
contested combat, shot it down over the Montello. For his pains
in this combat, Brumowski received credit for his 35th con-
firmed victory, and also received 37 bullet holes in the fuselage
of his Albatros.
On June 23, 1918, Brumowski enjoyed a relatively unevent-
ful flight in Albatros D.111(Oef) 153.209. This flight, his 439th
against the enemy as either a pilot or as an observer, became
the last flight of the war listed in his combat log. He was ordered
on extended leave on June 25 and, as far as is known, he did
no further wartime flying. His score of 35 confirmed and 8 un-
confirmed air victories placed him at the top of the rankings
of Austro-Hungarian pilots.
On October 11, 1918, Brumowski was named commander of
all the fighter squadrons of the Austro-Hungarian Army of the
lsonzo.
As would be expected, the military decorations awarded
Brumowski included virtually every award an Austro-Hungarian
officer could receive. These included: the Order of the Iron
Crown, 3rd Class, with War Decoration; the Knight's Cross of
the Order of Leopold with War Decoration and Swords; the
Gold Bravery Medal for Officers (one of only nine awarded to
LFT personnel!). Interestingly, the Knight's Cross of the Military
Order of Maria Theresa, the Dual Monarchy's highest single
award, was never presented to Brumowski.
On June 23, 1918, the Inspector General of the LFT,
Cenera/oberst (Colonel-General) Erzherzog Josef Ferdinand,
sent Brumowski a personally-signed note praising his many
achievements in the highest possible terms. Josef Ferdinand
invited Brumowski to make application for the award of
Knight's Cross of the Military Order of Maria Theresa. (Peculiar
to this award was the fact that the potential recipient had to
apply for it himself.) Brumowski replied with this note: "If I
have earned this award by my service, then it should be cause
enough for the Commander-in-Chief to present it to me. It is
not my duty to ask or demand it." Brumowski never received
the award.
To relate the story of Brumowski's post-war career and to get
a feeling for the nature of the man, I now turn to data I received
personally from the Brumowski family.
In 1982 and 1983, I was able to interview on several occasions
Mrs. Ingeborg Sulkowski, a daughter by Brumowski's first mar-
riage. The accuracy of this data was considerably improved by
an exchange of tape recordings between Mrs. Sulkowski and
her mother, Brumowski's first wife, Mrs. Marianne Kaiser, now
living in Reghin, Roumania. I will extensively quote rather than
paraphrase these women since I feel my efforts as a writer will
only obscure their input concerning Brumowski the man.
From Mrs. Kaiser, his first wife: "We had met during the war
and I cannot say what effect the war had on him, since I had
not known him before. We married early in 1918. Soon after
we married, Godwin obtained special permission from the
emperor to take me to the front for a visit to his airfield. One
day we took off together in an old two-seater training machine,
to take a ride for fun. We were spotted by two English fighter
planes which quickly caught up with our slow-moving aircraft.
It was a tense moment and we expected the worst when sud-
denly the two English pilots waved to us, turned around and
left. We felt sure that they must have realized that a woman
was sitting in the Austrian machine. Gentlemanlike!"
From his daughter, Mrs. Sulkowski: "As a flier he was
recklessly brave and also very lucky by his own admission."
When I showed her photos of her father's aircraft, she re-
marked, "He played with danger all his life. It was a challenge
to see who was stronger, you or me. It's just like him to put
skulls on his aircraft."
Mrs. Sulkowski: "The defeat of the Empire was very hard for
him. He was admired, loved, held in high esteem by his leaders,
including the emperor, and suddenly his whole world collapsed
around him. There was no more use for a pilot. My mother and
father lived in Vienna for a while but then decided to move
to Transylvania where the family estate of my widowed grand-
mother was located. My grandmother (my father's mother-in-
law) wanted my father to manage this estate. Here was my
father-a military man, not speaking Hungarian, raised in the
city with no knowledge of agriculture whatsoever, suddenly
in a small town where everybody knew everybody else. It was
a disaster. His virtues as a flier were not needed and his failures
as a farmer exasperating. His surplus energy combined with
his intense love of life drove him to all kinds of activities which
Brumowski, Flik 12, lsonzo front, December, 1916. The two col-
lar stars indicate "Oberleutnant" rank. The oblique ribbon in
the center of his chest indicates the Prussian Iron Cross, 2nd
Class. In the background is German-built KO serial 65.53.
Note the characteristic German location of the top wing
cross far out towards the wing tip. Note the mechanics
servicing the top wing "baby coffin" machine gun
housing. (Stach Photo)
people around him could not understand. He hunted restlessly
in the mountains. He rode horses often to exhaustion. He raced
his automobiles to shambles on the bad roads. He was the first
into a burning house and the last out of it. He jumped into
rivers during floods to rescue animals. He loved parties and
entertained his friends with his very good piano playing. He
was an excellent swimmer, ice skater, dancer, etc. There was
almost nothing my father could not do if he wanted to, only
as the manager of the estate he was a disaster. He finally left,
probably because he could not stand it any more."
Brumowski returned to Vienna about 1930 and started a fly-
ing school at Aspern together with Hans Low. Mrs. Sulkowski:
"He remarried in Austria and started a flying school. Here he
was back in his element."
On June 3, 1936, while instructing in a machine flown by an
Austrian pilot trainee, Brumowski was fatally injured when the
aircraft crashed at Schiphol airport near Amsterdam.
In the words of Mrs. Sulkowski: "He died relatively young
and this was perhaps the way he wanted it. I can still remember
him saying, 'I will never become an old idiot.' I think he
despised weaknesses, imperfections, stupidity, and even old
age. He was a very unique and interesting person either very
much loved, or hated, and even considered crazy by many."
"Jasta" 24, western front, March 1917. Brumowski after a hard
landing in Albatros 0./1 0.1169/16. He is wearing the leather
flying helmet and standing near the right wing tips.
(Meindl Photo)
Brumowski with a camouflaged Phdnix-built "Star Strutter," possibly
his favorite, serial 28.69, Flik 41}, Sesana, 1917. Note the multiple
bullet holes in the lower wing and in the right-hand struts. The
struts were wrapped with linen to keep them from shattering
in the event of a bullet hit. The wrapping seems to have
served its function well in this case. (D'Ami Photo)
15
 Albatros 0.111 (Oef) 153.10, Flik 41/, Sesana airfield. This aircraft was a frequent mount of Brumowski's during February-
March, 1918. The identity of the woman in the cockpit is unknown. When Mrs. Marianne Kaiser, Brumowski's
first wife, was asked if this were she, her reply was a rather emphatic "No!" (Meindl Photo)

Immediately after Brumowski's 20th victory. The aircraft is Albatros 0./11 (Oef) 153.06. In the cockpit is the captured
Italian pilot, "Sergente" Ermanno Malaspina. The captured observer, "Tenente" Cesare Mazzarino, is on the right
in the upper group while Brumowski is on the left of this same group. Note Frank Linke-Crawford, standing, in
characteristic light trousers. Flik 41/, Sesana, August 23, 1917. (Stach Photo)

16
Brumowski demonstrates the cockpit of Albatros 0./1/ (0ef) 153.45 to Archduke Salvator. Note the telescopic sight and
the flare pistol mounted through the top wing. Note the black-outlined skulls on the side and top decking of the
fuselage. (0'Ami Photo)

Flik 41/, February 1, 1918. Brumowski's Albatros 0./1/ (0ef) 153.45 after being shot up by enemy fighters. The fuel from
the upper wing tank set fire to the fabric of the upper wing and the right lower wing. The aircraft is painted entirely
red. Skulls are visible on the side and top decking of the fuselage (Meindl Photo)

17
 Flik 41/, Ajello airfield. This airfield was used for only four days (November 4-7, 1917) during the Caporetto advance. On the right, marked with
a falcon, is Frank Linke-Crawford's Albatros 0./// (Oef) 153.11. The dark KO on the left, possibly painted red, is presumed to be Brumowski's
favorite KO, serial 28.69. (Kerr Photo)

Passarella, February 4, 1918. Brumowski's Albatros D.III (Oef) 153.52

after its losing engagement with eight British fighters. Note the
Brumowski in front of the black-shrouded skull of Albatros 0./// loss of fabric from both lower wings and the shattered main
(Oef) 153.52. Flik 41/, Torresella airfield, Piave front, spar of the right lower wing. Note the shrouded skull on
December, 1917. (D'Ami Photo) the fuselage side, forward of the serial number.
(Stach Photo)

18
Brumowski's last warplane, in which he scored his last four victories. Albatros 0./1/ (0ef) 153.209, Flik 41J, Portobuffole, June, 1918. Note the
"round-nose" configuration of the later series 153. Albatros 0./1/ (0ef) fighters. The all-red paint scheme required white surrounds for the
wing crosses and a white box for the tail cross. (0'Ami Photo)

Brumowski with Albatros 0./1/ (0ef) 153.209, Portobuffole, June, 1918. Brumowski stands facing the camera, wearing a light collar. The attention
being paid to the aircraft's fuselage raises the possibility that this photo could have been taken after Brumowski's last victory, June 20, 1918, in
which the fuselage of this Albatros was hit 37 times. (0'Ami Photo)

19
"Offizierstellvertreter" Julius Arigi. A fine study of the famous Arigi nose! The lace
and star on the collar indicate his rank, while the balloon and basket indicates
the LFT. The last two medals on the left are the Cold Bravery Medal and the
Silver Bravery Medal, 1st Class. The three metal bands across the ribbon of
each indicate "four" awards of each. (Arigi Photo via Hefty)

Arigi with Lohner "I" B. VII serial 17.19, Flik 6, lgalo, 1915. In this aircraft,
Arigi was captured by Montenegrin forces, October 14, 1915. Note the
instruments mounted behind the windscreen and the Schwarzlose
M 7/12 machine gun. (Arigi Photo)
JULIUS ARIGI
Offizierstellvertreter (Deputy Officer) Julius Arigi was one of
the great individuals and possibly the finest all-round pilot in
the Austro-Hungarian Army Air Service (LFT). He was a born
pilot and a man of enormous inner strength and courage. He
scored32 confirmed aerial victories. In all the forces of Austria-
Hungary, he is one of only two four-time winners of the
Go/dene Tapferkeitsmedail/e (Gold Medal for Bravery), the
highestpossible decoration for a non-officer. He was easily the
most outstanding and highest-decorated NCO pilot in the LFT.
To the general population of his homeland, however, Arigi
is an unknown. When I visited him in 1977, he told me a story
of his neighbor two houses down the street, who, having seen
a photo of Arigi in the military museum in Rovereto, Italy, in-
quired whether he could possibly be related to the man in the
picture!
Arigi was born October 3, 1895, in Tetschen (Secin), in what
is now Czechoslovakia. He lived in Marienbad until journey-
ing to Vienna to volunteer for the Festungsartillerieregiment
Nr. 1 on October 5, 1913. In March, 1914, he transferred to the
Airship Section of the Austro-Hungarian Army. He then under-
took pilot's training and was certified as Feldpilot (Field Pilot)
November 23, 1914, with the rank of Zugsfilhrer (Sergeant).
His initial assignment as a pilot was to Fliegerkompanie (Fly-
ing Company) 6, abbreviated Flik 6, under the command of
Hauptmann(Captain) Wilhelm Dworak. The unit was stationed
in southern Dalmatia at lgalo Airfield, located in a small valley
near the Bay of Cattaro (today Boka Kotorska) in what is now
the southwest corner of Yugoslavia, approximately 30 miles
southeastof Dubrovnik. The airfield was notoriously difficult
on pilots, but was the only spot remotely suitable for an air-
field in the area. Arigi flew against the forces of Serbia and
Montenegro, which combined to form the opposition to the
Dual Monarchy on the Balkan front at this time. The aircraft
.19
flown were the Lohner "C" B.11series 12., the Lohner "J" B.V.
series 16. biplane, and the Lohner "I" B VII series 17., all
biplanes.
In October, 1915, flying Lohner "I" B.VII 17.19 on a recon-
naissance mission, Arigi's aircraft suffered engine failure and
he was forced to land behind the Montenegrin lines. He was
promptly captured and sent to a prisoner of war camp. Follow-
ing five unsuccessful attempts to escape, in January, 1916, he
finally escaped with five fellow prisoners, stealing the Fiat tour-
ing car of Prince Nikolaus of Montenegro and riding it through
the front lines!
After the fall of Lovcen, a fortress built into the sides of the
"Black Mountain" of Montenegro, in January, 1916, Flik 6 was
moved south to the airfield of Skutari (now Skadar) in Albania.
In addition, a portion of the company was stationed much far-
ther south, at Kavaja, about 15 miles southwest of Tirane, the
present capital city of Albania. The CO of this section of Flik
6 was Oberleutnant (First Lieutenant) Emil Cioll. The conditions
at Kavaja were desparate, with primitive transportation con-
sisting mainly of horses and donkeys, and with malaria and
typhus giving more trouble than opposing troops. Finally, as
might be expected, the Balkan front had last priority for new
aircraft, so severe obsolescence of the equipment on hand was
by far the rule rather than the exception. The main aerial op-
position was provided by the Italian 34' Squadriglia based at
Piskupi. In addition, occasional air attacks were mounted from
Bari and Brindisi across the Adriatic on the Italian mainland.
The day of August 22, 1916, became a remarkable one for Julius
Arigi. Early that morning CO Cioll was notified that six Italian
two-seater Farman biplanes of the 34' Squadriglia had
departed Piskupi and appeared to be headed for an attack on
the naval station at Durazzo, just north of Kavaja. Arigi re-
quested that permission to intercept the Italian flight. The re-
21
 quest was denied since no officers were available to serve as
observers. In the strictly-stratified LFT it was felt that the
observer was the commander of the aircraft and could only be
an officer. The task of the pilot was thought to be a menial one,
akin to that of a chauffeur, and was relegated to non-
commissioned personnel. The idea of two non-officers form-
ing the entire crew of an aircraft was unthinkable. As the Italian
force grew closer, Arigi repeated his request twice more, and
was repeatedly denied in ever more violent terms. Finally, as
the noise of the Italian aircraft engines was heard passing direct-
ly over the airfield, Arigi could contain himself no longer and
raced to Hansa-Brandenburg C.I 61.64with Feldwebe/ (Sergeant
Major) Johann Lasi and took off. Arigi controlled the aircraft's
fixed forward-firing machine gun while Lasi manned the
machine gun in the observer's cockpit. They quickly found the
Italian flight and, in less than thirty minutes, shot down five
of the six Farmans. Two of these crashed at the mouth of the
Skumbi River and the other three crashed into the sea within
two miles of land. All the crews were rescued by Italian motor-
torpedo boats. By the time Arigi and Lasi landed at Kavaja, their
victories had been reported by multiple ground observers, and
a telegram had been sent to Kommando (Headquarters) LFT
in Vienna. A telegram was rather quickly dispatched to
Oberleutnant Cioll asking "Why was there no officer-observer
in the victorious aircraft." Cioll ignored the telegram, as well
as a second one which followed. Finally, in response to a third
telegram, the somewhat sheepish reply was sent "All our of-
ficers were indisposed at the time!"
Arigi's activities were quite varied on the Albanian front and
included sinking an Italian steamboat in the harbor of Valona
(now Vlora, Albania), while flying a Lohner B.VII biplane, as well
as an incident that occurred when his aircraft was carrying four
small bombs on makeshift racks under the fuselage. On enter-
ing heavy clouds, the aircraft was subjected to intense, violent
turbulence. On emerging from the clouds, Arigi noted four
holes in his lower wings and realized his bomb racks were
empty, the bombs obviously having shaken loose in the tur-
bulence and fallen through the fabric covering of the wings
of the upside-down aircraft. When he landed he was confronted
by a rather angry CO who informed him that he had just been
subjected to an extremely unpleasant phone call from an in-
furiated infantry officer who had demanded to know who was
the Austrian idiot who was dropping bombs on his own ground
troops!
At the end of 1916, Arigi was transferred to Fluggeschwader
1 on the lsonzo front in northern Italy. Here ·he flew mostly
escort missions with the Hansa-Brandenburg D.I. fighter, called
the "KD" (Kampf-Doppledecker = fighter biplane). He scored
his eighth, ninth, and tenth victories in Brandenburg D.I (KD)
28.06, and his eleventh and twelfth victories in Brandenburg
D.I (KD) 28.08 - all in April and May, 1917.
Arigi was then transferred to a fighter squadron, Flik 41J
(J=Jager= fighter), but only stayed a short time, mainly due to
personality difficulties with the Flik CO, Hauptmann (Captain)
Godwin Brumowski.
In August, 1917, Arigi arrived at the newly-formed fighter
squadron, Flik 55J, based at Haidenschaft on the lsonzo front.
He scored a single victory, his thirteenth, in Albatros D.I11(Oef)
153.15,September 15, 1917,when he shot down an Italian SPAD
near Gorizia.
In November, 1917, Flik 55J was moved to Pergine in the Val
Sugana on the south-Tyrolean front, approximately 70 miles
northwest of Venice. Here, the Flik compiled such an outstand-
ing record that it eventually was accorded the honor of being
referred to as the "Kaiser Staffel" ("Emperor's Squadron"). This
term referred to the unit as a whole but often also was used
to refer to the three-plane element composed of CO Haupt-
mann Josef von Maier (7 victories), Arigi, and Offizierstellver-
treter Josef Kiss, the leading Hungarian Ace with 19 victories.
Of the eleven victories Arigi scored with Flik 55J,flying Albatros
D.III (Oef.) 153.36 and 153.80, at least eight were scored as a
unit with von Maier and Kiss. Each morning von Maier would
22
knock on Arigi's door and ask, "Arigi, how does your nose feel
today?" Arigi had a "sixth sense" about the weather and always
said that this extra sense was located in his nose, which was
somewhat larger than average!
Highlights of the scoring of this skillful triumvirate included
a triple victory November 15, 1917, when three tri-motor
Caproni bombers were downed near Asiago. A "double"
followed two days later when a Savoia-Pomilio and a SAML
reconnaissance biplane were shot down south of Asiago.
Another double were Arigi's first victories with Albatros D.I11
(Oef) 153.80, two Italian biplanes downed in flames east of
Asiago, December 7, 1917. By the time he left Flik 55J,Arigi had
scored a total of 25 confirmed victories.
In April, 1918, Arigi returned to Flik 6 in Albania as a fighter
pilot. His 26th victory was a Nieuport near Singjerc, April 17,
1918, while flying Aviatik D.I 238.30. On May 27, 1918, Arigi, fly-
ing Aviatik D.I 238.51, scored his last victories in Albania when
he sent two seaplanes crashing into the sea near Durazzo.
In the summer of 1918, Arigi returned to lgalo in Dalmatia
as a member of Flik 1J, CO Oberleutnant Bela Macourek. In
lgalo, he flew the latest type of Austro-Hungarian fighter. Why
such an advanced type should find itself in obscure lgalo leads
to a story. Earlier in the year, Emperor Karl, during one of his
frontline inspection tours, met Arigi and told him to pay him
a brief visit whenever he got a chance to come to Vienna. Arigi
did so, and during the meeting the Emperor offered to make
Arigi an officer if he would take a desk job in Vienna. When
Arigi declined, Karl asked what else he could offer him and
Arigi answered, "Send me the best and newest fighter aircraft
we have." So, when the new series of Aviatik DI fighters was
produced, the first two, serial numbers 338.01 and 338.02,were
crated and sent to lgalo with Arigi's name stenciled on the
crates. The presence of Arigi's name on these crates was noted
by many people and, for the rest of the war, in many circles
Flik 1J was known as the "Arigi Staffel."
Flying 338.02, Arigi scored his last double victory August 6,
1918, shooting down two Italian seaplanes. His 32nd, and last,
victory was scored flying 338.01. The end of hostilities came
on November 4, 1918.
After the war, Arigi started a world-wide flying organization
in Marienbad. In 1935, he moved to Wiener-Neustadt where,
together with Benno Fiala, he founded the Wiener-Neustadt
Airport Management Association. After 1938, he was an instruc-
tor in the German Luftwaffe. During World War Two, he was
the CO of the fighter pilot school at Schwechat, just outside
Vienna. His two outstanding pupils were Major Walter Nowotny
and Oberleutnant Hans-Joachim Marseille, who scored, respec-
tively, 258 and 158 victories during the war. Arigi remembers
them both as quiet yet extremely eager students, with Nowotny
obviously very talented right away while Marseille had to work
at it harder.
I was privileged to spend an entire day with Julius Arigi at
his home in Attersee, Austria, October 6, 1977. He impressed
me both with his tremendous physical vitality and with the
nimbleness of his wit. He was hale and hearty and had an ex-
cellent sense of humor. He also was rather philosophical, his
main tenet being that wars were futile and that the only long-
range hope for the world was understanding and brotherhood
fostered by one-on-one interaction between peoples of dif-
ferent backgrounds and nationalities.
Arigi seemed to possess great confidence in his inner feel-
ings and a fine sense of his own individuality. He said that this
was the reason that, in the Kaiser Staffel, while Kiss' aircraft
carried a number "7" and von Maier's a number "1", his own
aircraft, besides the number "5", also carried the letter "X" as
well. Continuing on the matter of personal markings, Arigi
stated that, while they did afford some help in the air in
recognizing one's comrades, he felt in his own case they served
to single him out as a target for enemy pilots and he therefore
generally avoided using such markings.
I asked Arigi about his combat tactics and he said that his
major principle was to get as close as possible to the enemy
and then to down him with the minimum number of shots.
Interestingly, Arigi's prize pupils, Nowotny, and even more so,
Marseille, would use exactly the same tactics in the next war.
Becauseof his wide experience flying the various Austro-
Hungarianfighter types, I asked Arigi to compare them. He said,
"The Phonix fighters were the most sturdily built. They were
very solid and dependable. You paid a price for this because
they were less maneuverable and climbed more poorly. They
were excellent in a dive since you could dive them as fast as
you wanted without fear of tearing their wings off.
"The Berg (Aviatik D.I) was the opposite of the Phonix. It was
light and extremely maneuverable but was weakly-built. There
wasa great tendency for the parts to bend and for the aircraft
to actually lose parts of the wings or tail in violent maneuver-
ing or even in a not-too-steep dive. The Bergs shed their wing
fabric fairly easily.
"The Albatros was almost the exact middle of the road in all
aspects between the Phonix and the Berg."
The strong impression I received during Arigi's descriptions
of these various types of aircraft was that, as far as his own fly-
ing and success were concerned, the type of aircraft he was
flying on any given occasion made no difference whatsoever.
During my visit with Arigi, at noon there was a loud noise
outside. At Arigi's direction, we stood and walked to the out-
side balcony of the house. Arigi took off a sweater he had
wrapped around his neck and shoulders and waved it in slow
circles over his head in acknowledgement of the salute of the
Austrian Army helicopter which we watched as it made three
circles in the sky over Arigi's house and then flew away. This
salute was frequent but unofficial, and depended upon the in-
itiative of the various helicopter units in western Austria. This
salute to the flier and to the man seemed most appropriate.
Julius Arigi died in his sleep August 1, 1981, at his home in
Attersee.

Arigi in the rear seat of Lohner "C" 8.11serial C.11, Flik 6, lgalo airfield, Dalmatia, summer, 1915.Note the large common cockpit, a real plus in
operatinga two-seater.Arigi's hands rest on a primitive machine gun mount. Note the marked swept-back configuration of the wings which
gave this entire family of Lohner biplanes the sobriquet "Pfeilfliegern" ("Arrow Flyers"). (Stach Photo)

23
 Arigi standing behind the propeller of a Lohner "C' 8.11 two-seater,
Flik 6, tgalo airfield, Oalmatia, 1915. Note the early style of national
markings, consisting of white and red areas on the wings,
fuselage, and tail. The early serial number C.11 would
later change to 12.11. (Meindl Photo)

Arigi by the nose of an Albatros 0./1/ (Oef) fighter, Flik 55/,

Arigi in Hansa-Brandenburg 0./ (KO) 28.06, "Fluggeschwader" 1,
lsonzo front, spring, 1917. Note the "baby coffin" on the top
wing. The shadow of the aircraft from which this photo was
taken covers the tip of the left lower wing. The vertical
black line ahead of the serial number is a squadron
marking for "Fluggeschwader" 1.
(}. Banger/ Photo via Meind/)
Haidenschaft, lsonzo front, September, 1917. Note the
extensive "riffling" of the metal nose parts of the
Albatros. The exact nature and significance of
the small characters painted on the spinner
just above the lower propeller blade exit
point are, unfortunately, unknown.
(Masajdek Photo via Meind/)

Arigi meets Emperor Karl/. Note the "palm down" style of the
royal handshake. The sprig of oak in Arigi's cap was a
traditional cap decoration in the armed forces of the
Hapsburg Monarchy. (Stach Photo)

24
"Kaiser Staffel", a painting in the War History Museum in Vienna made at Flik 55J in December, 1917 by Max von Poosch. The three Albatros
0./1/ (Oef) fighters were flown by Arigi (5X), Josef von Maier (1), and Josef Kiss (7). The letter "X" beside the numeral was an expression
of Arigi's individuality. (Author's Photo)

25
"Oberleutnant in der Reserve" Benno Fiala "Ritter" von Fernbrugg, CO of Flik 51/,
early 1918. The Austro-Hungarian Field Pilot Badge is on Fiala's right breast pocket
while the German Pilot Badge is similarly located on the left. The medals, from
Fiala's left are: the Silver Military Merit Medal with War Decoration and
Swords; the Military Merit Cross, 3rd Class, with War Decoration and
Swords; The Order of the Iron Crown, 3rd Class, with War
Decoration and Swords; the Knight's Cross of the Order
of Leopold with War Decoration and Swords. The
oblique ribbon in the center of Fiala's chest
denotes the Prussian Iron Cross, 2nd Class.
(War Archive Photo via Kerr)
 Aviatik 8./ "Durch", Flik 1, Brzesko, Russian front, late 1914. Fiala is in
the front cockpit. In the rear seat is "Oberleutnant" Stanger. Standing
is "Leutnant in der Reserve" Max Hesse. Note the red and white
areas of the fuselage which served as national markings. The
name "Durch" was part of an individual aircraft
identification system that preceded the use of
serial numbers. (Stach Photo)

BENNO FIALA

Benno Fiala Ritter von Fernbrugg was one of the true greats
in the history of European aviation. His intelligence, vision,
courage, inventiveness, flying ability and organizational skills
led to a life of enormous variety and richness. His aviation
career,which spanned more than four decades, involved in-
tenseactivity in such diverse areas as airline founding, airport
management, and the establishment of plants for aircraft
manufacturing and design. Almost incidentally, he served his
emperor in World War One, bringing great dedication and
talents to bear on the field of combat flying. In the course of
this combat service, Fiala scored 33 victories, 28 of them
confirmed.
He was born June 16, 1890, into a Viennese military family.
His early education culminated in study at the Technical
University in Vienna which resulted in his earning the title of
"lngenieur" (Engineer).
Fialavolunteered for military service in 1910 and was assigned
as an Offizier-Anwarter (Officer Candidate) for Austro-
HungarianArtillery Regiment No. 1. His entry into the field of
aviationwas influenced by two factors. First, his brother Otto,
a Fregattenleutnant (Navy Lieutenant) and one of the first fliers
for the Austro-Hungarian Naval Air Service, continually stirred
an interest in Fiala for military flying. This was combined with
achancemeeting with Oberstleutnant (Lieutenant Colonel) Emil
Uzelac,the commander of what at that time was called the
Austro-HungarianArmy Airship Section (later the LFn, who fur-
ther excited Fiala about flying. So it came about that, when
WorldWar One began, Fiala asked to be relieved of his artillery
postingand requested Uzelac to grant him an assignment to
oneof the flying companies of the Army Air Service. This was
grantedand, on July 28, 1914, Fiala was assigned to Fliegerkom-
panie 1.
At the outbreak of war, Flik 1 was assigned to Galicia on the
Russian front. Fiala went with the squadron as a technical of-
ficer, although soon enough he would be flying as an officer-
observer as well. He lost little time in putting his intelligence
and inventiveness to work. Realizing the pressing need for such
a capability, he devised and installed a radio transmitter that
could be operated from an aircraft in flight. This was a totally
new concept at the time and gave the Austro-Hungarians a
distinct edge, albeit temporary. The most effective use of this
device was in directing artillery fire onto targets from the van-
tage point of an airborne observation position. In addition to
the radio transmitter, Fiala was instrumental in the installation
of machine guns and special reconnaissance cameras in the
cockpits of the aircraft of Flik 1.
Fiala performed an act of particular heroism in August, 1914.
He was traveling on a train loaded with aircraft and supplies
for Flik 1. Near Czortkow, a large force of Russian troops, which
had just effected a breakthrough, ambushed the train. In the
initial gunfire, the train's engineer was severely wounded and
the train immediately ground to a halt. Sensing the situation
immediately, Fiala sprang from his place and dashed past the
oncoming Russians, through a hail of machine gun fire. Despite
being wounded, he leapt into the engineer's compartment,
started the train into motion and drove it out of danger. For
his brave deed, Fiala was promoted, out of turn, to the rank
of Leutnant in der Reserve (Reserve Second Lieutenant), on
November 10, 1914.
For his intense, dangerous and very successful service as
observer and technical officer with Flik 1, he was awarded the
Silver Military Merit Medal. The citation accompanying the
award is of interest since it refers to Russian planes downed
by Fiala (as observer in two-seaters) on June 6 and June 13, 1915.
No further confirmation of these victories has been found to
date, unfortunately.

27
 After a brief assignment to the experimental testing section
of the Luftfahrt-Arsenals (Air Arsenal), Fiala was posted as an
officer-observer to the newly-established Flik 19 in January, 1916.
This unit, under the extremely capable command of Haupt-
mann (Captain) Adolf Heyrowsky, was stationed at Haidenschaft
airfield in the Wippach Valley on the lszonzo front in northeast
Italy. Flik 19 was to become perhaps the finest of all the two-
seater squadrons in the entire LFT. To get some sense out of
the quality of the unit, one needs only consider the fact that,
besides Fiala himself, there were two other aces on the
squadron roster (Adolf Heyrowsky, 12 victories, and Ludwig
Hautzmayer, 7 victories). Later, four other aces would join the
Flik: Stefan Fejes (16 victories); Franz Rudorfer (11 victories);
Alexander Tahy (8 victories) and Josef Pi.irer (7 victories).
Flik 19 utilized a variety of two-seater aircraft, mainly the
various series of the Hansa-Brandenburg C.I. The unit's duties
covered the entire range of services that a two-seater squadron
could be asked to perform, including such varied tasks as
photo-reconnaissance, communication, liaison, and ground
attack.
Fiala scored his first confirmed victory April 29, 1916, when,
flying in a two-seater piloted by Leutnant Ludwig Hautzmayer,
he attacked an Italian aircraft and forced it to crash land near
San Daniele. His next victory was somewhat more spectacular.
On May 4, 1916, flying in Hansa-Brandenburg C.I 61.55 with
Hauptmann Adolf Heyrowsky as pilot, he intercepted the Italian
airship M.4 over Merna in the vicinity of Gorizia. They attacked
the airship using special explosive ammunition designed for
use against lighter-than-air craft. After a relatively short time,
the Italian burst into flames and crashed onto the Merna-Gorizia
road, killing the airship commander Maggiore (Major) Giovanni
Pastine, and the five other men who made up the crew.
Fiala's career with Flik 19 ended during a bombing mission
in early 1917. Italian flak batteries vigorously defended the target
under attack and Fiala was severely wounded by a shell frag-
ment that tore a large gash in his right arm. The wound required
extensive treatment and hospitalization. During his recupera-
tion, Fiala decided to become a pilot. When his recuperation
was completed, he was sent to a training unit for instruction
in flying fighter aircraft. His training was smooth and unevent-
ful with one major exception. On May 11, 1917, the motor of
his training aircraft failed, and he crashed, suffering a broken
left collarbone in the process. Fiala recovered and went on to
complete his fighter training successfully.
At the end of June, 1917, Fiala was assigned to the famous
fighter unit, Flik 41J, but after only five weeks was reassigned
to Flik 12D where the need for his services was thought to be
greater. This squadron, under the command of Hauptmann
Arpad Gruber, was basically a two-seater unit which had several
fighter aircraft on strength for the purpose of protecting the
two-seaters. Those aircraft flown by Fiala were mostly Hansa-
Brandenburg D.I ("KD") fighters. This type was speedy, but dif-
ficult to fly, being treacherously unstable. Despite the aircraft's
deficiencies, Fiala applied his considerable skills to flying the
type and achieved signal success. In fact, in his first 23 days
at Flik 12D, he scored no fewer than seven victories.
On August 10, 1917, flying KD 28.38, Fiala attacked and
downed an Italian Caproni bomber behind enemy lines in the
vicinity of Auzza-Plava. The next day, again in KD 28.38, he
attacked an Italian SAML reconnaissance two-seater and shot
it down in flames behind the Italian lines. Confirmation by
Austro-Hungarian ground forces gave him his fifth confirmed
victory and made him an ace.
On August 19, flying KD 28.38, Fiala attacked a Caproni
bomber and sent it down in flames just behind the Italian lines
near Fajti Hrib.
Fiala closed his scoring at Flik 12D on October 25, 1917 when
he pitted his KD 28.38 in a dogfight against an Italian SPAD
fighter south of Monte San Gabriele, and emerged victorious
with his eighth confirmed triumph.
During his time at Flik 12D, Fiala received two significant
decorations. He was first awarded the Order of the Iron Crown,
28
3rd Class, with War Decoration and Swords. Somewhat later,
he became one ol only 15 otlicers in the lFT to recei\le the
Knight's Cross of the Order of Leopold, with War Decoration
and Swords.
In November 1917, Fiala was assigned to Flik 56J as its depu-
ty commander. This was an all-fighter unit commanded by
Hauptmann Robert Ellner. His time with this squadron was
relatively uneventful except for a single victory. On December
30, flying Albatros D.11I(Oef) 153.77, he intercepted a Caproni
bomber in the vicinity of Vecchia, near Susegana. After a tough
fight, he shot down the bomber in flames. What made the vic-
tory notable was that the enemy crew included the Italian
bomber "aces" Capitano (Captain) Maurizio Pagliano and Sot-
totenente (Second Lieutenant) Luigi Gori.
At the end of January, 1918, Fiala was given the combat assign-
ment that would allow him to make full use of his enormous
flying and administrative talents, much to the joy of the Em-
pire and the sadness of the enemies of Austria-Hungary. He
was made CO of the crack fighter squadron, Flik 51J.
If Fiala, as CO, was the "lead player," then those who con-
stituted the "cast of characters" at the squadron were also a
truly impressive group. In addition to Fiala, there were no fewer
than five other aces at Flik 51J: Stefan Fejes (16 victories); Eugen
Bonsch (16 victories); Franz Rudorfer (11 victories); Alexander
Tahy (8 victories) and Ludwig Hautzmayer (7 victories). In ad-
dition, among the fine officers flying at the unit were Oberleut-
nant Friedrich Dechant and Oberleutnant Josef Hoffmann, both
holders of the Order of the Iron Crown, 3rd Class. Among the
many fine non-officer flyers at Flik 51J were: Zugsfuhrer
(Sergeant) Karl Baldareno; Feldwebel (Sergeant Major) Hugo
Konig; Zugsfuhrer Eugen Ziegler; and Stabsfeldwebel (Staff
Sergeant) Stefan Hurjan-all four of whom were holders of the
Gold Medal for Bravery, the highest award possible for LFT
non-officers.
The aircraft flown by Flik 51J were the series 153. and 253.
of the German-designed Albatros D.11Ifighter, license-built by
the Oeffag firm in Wiener-Neustadt. Before license-building of
the D.11Iwas allowed by Austro-Hungarian authorities, various
measures were required to strengthen the basic German air-
frame. This strengthening, combined with superior Austro-
Hungarian workmanship and more powerful engines, made the
Oeffag-built Albatros D.11I a better aircraft than its German-
made counterpart and truly a fighter to be reckoned with.
The tasks assigned to Flik 51J ran the entire gamut of the
things a fighter squadron could do, including interception,
escort, ground attack, and light bombing.
In summary, Flik 51Jwas a squadron composed of excellent,
spirited flyers, mounting fine aircraft, under superb leadership,
in a busy part of the front, carrying out the widest possible
variety of tasks.
On March 11, 1918, flying Albatros D.11I (Oef) 153.128, Fiala
met and defeated a Sopwith Camel which struck the ground
near Spresiano and somersaulted until settling as a pile of
wreckage. Two days later, again in the same Albatros, Fiala
intercepted an Italian SIA 7b reconnaissance two-seater which
was carrying small bombs for targets of opportunity. Fiala at-
tacked and shot down the Italian, which struck the ground
north of Spresiano with all its bombs and gasoline, creating
a huge explosion.
On March 30, 1918, flying Albatros D.11I (Oef) 153.155, Fiala
forced Sopwith Camel B.5648 to land near Gorgo del Molino
for his 14th confirmed victory. The British fighter overturned
on landing and was fairly well wrecked. The identity of the pilot
was of some note since he was Lieutenant Allan Jerrard of 66
Squadron, R.F.C., holder of the Victoria Cross.
The day of May 1, 1918 was one on which Fiala's opponents
might just as well have stayed in bed. Flying Albatros D.11I(Oef)
153.128, he encountered a Sopwith Camel and, after a short
dogfight, shot it down on enemy territory near San Biaggio.
He next encountered an Italian SIA 7b reconnaissance aircraft
north of Povegliano and shot it down as well. Fiala then pro-
ceeded to attack an Italian observation balloon near Visnadello
and blew it up. Finally, completing his geographical loop by
finishing where he started, San Biaggio, he attacked a balloon
being operated there and shot it down in flames, giving him
a total of four confirmed victories for the flight!
Fialascored a double on June 6, 1918, while flying Albatros
D.III (Oef) 153.128. He met an Italian SPAD over Salettual-
Roncadelle and engaged it in a one-on-one duel from which
he eventually emerged the victor. Later in the day, still flying
the same Albatros, he fought a Camel over Noventa di Piave
with similar results. These successes gave him a total of 21 con-
firmed victories.
On June 17, 1918, during a contact patrol involving bombing
and strafing attacks against heavily entrenched enemy infan-
try, Fialawas struck in the right hand by two bullets. After re-
turning to his airfield, he had his wounds bandaged but took
no time off for healing. His hand was still heavily bandaged
three days later when he took part in what was to be called
the "Air Battle Over the Montello." The contribution of Flik
51) to this battle consisted of Fiala leading a formation of 8
Albatros fighters to intercept an attacking formation of 10
bombers and 16 escorting fighters. In the wild melee which
ensuedover the Montello, five enemy aircraft were shot down
without loss to the fighters of Flik 51J. Three of the five vic-
tories were scored by Fiala, flying Albatros D.III (Oef) 153.270.
On August 20, 1918, when he shot down an Italian Ansaldo
SVA-5high-speed reconnaissance aircraft south of Papadopoli
Island,near Cissalto, Fiala closed the book on his personal scar- .
ing. He continued to fly actively until early October, 1918,when
he was transferred to a desk job in Vienna. There he served
on the staff of the Inspector General of the LFT. He was still
at this post when the war ended.
While commanding Flik 51J, Fiala had increased his victory
score to 33, 28 of which were confirmed. He had also been
distinctly honored when his Emperor had bestowed on him
the Gold Bravery Medal for Officers; he thereby became one
of only nine LFT officers to receive this decoration.
Fiala'spost-war career was extremely varied and interesting.
He returned to the Technical University in Vienna, where he
studiedthe manufacture of machines, aircraft, and automobiles.
His degree, received in 1923, earned him the title of "Diplo-
mingenieur" ("Certified Engineer").
During his time at the University, Fiala had remained active
in aviation circles. He founded the Officers Section of the
Austrian Aero Club. He took part as a delegate in numerous
international air meetings. He also was made an honorary
member of the United States Flying Aces Club.
In 1925, Fiala became personal assistant to Professor Hugo
Junkers at the Junkers firm in Dessau, Germany. For the next
eight years, he served the Junkers firm in a wide-ranging variety
of functions. He set up an airline in Furth. He was head of the
Junkers workshops of the Polska Linja Lotnicza Aero/at in War-
saw, where he organized the first regular winter air service in
the world. In 1928-1929,he traveled to Japan to set up that coun-
try's first capability for all-metal aircraft manufacture, at the Mit-
subishi Aircraft Company. In 1929, he negotiated for Junkers
in the United States. By 1933, he had become Chief Engineer
for the entire Junkers works.
On March 23, 1933, by order of Hermann Goring, both Fiala
and Professor Junkers were placed under protective custody.
Three days later, they were released but expelled from Ger-
many. According to Frau Fiala, at least part of the reason for
this was that, by 1932, Fiala had become a well-known and
popular figure in Germany. He had, however, repeatedly de-
clined German citizenship when offered, preferring to retain
his Austrian citizenship.
After his return to Austria, Fiala returned to his private work
on various inventions. In 1935, he and Julius Arigi together
founded the Wiener-Neustadt Airport Management Associa-
tion, of which Fiala was the director until 1936.
In the late 1930s, Fiala worked in many technical areas, in-
cluding locomotive manufacturing.
During World War Two, Fiala served as a Hauptmann in the
Luftwaffe. His duty assignment was commander of the airbase
at Horsching Linz.
After the war, Fiala worked as chief designer for a Vienna
manufacturing company.
Benno Fiala died in Vienna on October 29, 1964. He was 74
years old.
In August, 1967, his name was given lasting honor when the
Austrian Air Base Aigen in Ennstal was named "Fiala-
Fernbrugg."
29
 One of the rare photos taken of Benno Fiala (right) together
with Godwin Brumowski. The date is July 26, 1917, and the
occasion is a visit to Flik 41/ at Sesana airfield by Her
Highness, "Erzherzogin" Maria Theresia, who stands
at the center of the photo. (Stach Photo)
Fiala, center, facing Emperor Karl I, possibly on the occasion of
conferring on Fiala the Knight's Cross of the Order of
Leopold, 1917. (Stach Photo)
30
Fiala with Hansa-Brandenburg D.I (KO) 28.38, Flik 120, Italy,
autumn 1917. Fiala scored five confirmed victories in this
aircraft. He wears the German pilot's badge beneath his
left breast pocket. Note the rear-view mirror mounted
on the trailing edge of the upper wing.
(Author's Photo)
Pilots of Flik 51}, August 1, 1918. This grouping, though cozy, still reflects the hard line drawn in the Dual Monarchy between officers and
NCOs. The non-officer bookends at the periphery of the group are Stefan Fejes (16 victories) on the left and Eugen Bonsch (16 victories)
on the right. The officers in the center are, from left to right, "Oberleutnant in der Reserve" Michael Darcie, Fiala,
and Franz Rudorfer (11 victories). (Kostrba Photo)

31
"Oberleutnant" Frank Linke-Crawford. A pencil drawing by Theo Matejko, made at
Feltre airfield, June, 1918. The signature at the bottom reads
"Frank Linke-Crawford, Obit." (Author's Photo)
 Hansa-Brandenburg 0./. "KO" fighters, Flik 41/, Sesana, June, 1917. Linke
flew both the aircraft on the right, KO 28.15, and on the left, KO 28.40
(probable serial number). Linke scored his first five victories in 28.40,
four of them confirmed. Note that none of these three fighters have
yet been retro-fitted with the improved rudder and new vertical
stabilizer. (D'Ami Photo)

FRANK LINKE-CRAWFORD

Frank Linke-Crawford was a fine pilot and a fine man. His
even-handed leadership inspired devotion in those who flew
under him. His rapport with his men was superb, particularly
with non-commissioned personnel, quite an unusual state of
affairs in the strictly-stratified forces of the Austro-Hungarian
empire. His skill as fighter pilot earned him 27 confirmed vic-
tories, ranking him fourth among the aces of the Dual
Monarchy.
He was born August 18, 1893, in Krakau (now Cracow,
Poland),the son of career officer Major Adalbert Linke and his
English-born wife, Lucy Crawford. In 1910, Linke entered the
Wiener-Neustader Militarakademie, the finest military academy
in Austria-Hungary, and the equivalent of West Point or Sand-
hurst. In 1913 he graduated as a Leutnant (Second Lieutenant)
and was assigned to the Austro-Hungarian Dragoon Regiment
Nr. 6, a unit composed primarily of Czech troops.
When war broke out in 1914, Linke served in the 1st Eskadron
(CavalryTroop) of his regiment, fighting on the eastern front.
He rendered distinguished service and was given command
of the lnfanterie Eskadron (Infantry Troop) of his regiment in
November, 1914. For bravery that month in the battle of
Tymowa, he was awarded the Bronze Military Merit Medal.
Continued outstanding service led to further responsibilities
and further decorations. The period from October, 1914, to
October, 1915, however, was punctuated by several hospitaliza-
tions for dysentery and malaria. These recurring health prob-
lemsprompted Linke's request for transfer to the Luftfahrtrup-
pen (Army Air Service - abbreviated LFT). This was granted
December,1915, and he was soon posted to the Officers Flight
Schoolat Wiener-Neustadt. He was assigned to observer train-
ing, since it was felt at that time that officers should only be
observers,with the "menial" task of "chauffeuring" left to pilots
from the non-commissioned ranks. He proved to be a keen and
successful student.
In March, 1916, Linke joined the newly-formed Fliegerkom-
panie 22 commanded by Hauptmann (Captain) Losoncsy. There
he served with distinction in many observation and bombing
missions. In addition to the Military Merit Cross, 3rd Class,
Linke was awarded his Luftfahrer Abzeichen (observer's badge).
In the LFT, the badges for pilots and observers were not
awarded merely for completion of the appropriate training
courses but required, in addition, a number of successfully
completed frontline combat missions as a pilot or observer.
After further service as an observer, Linke requested, and was
granted, a transfer to pilot school in September, 1916.
In January, 1917, Linke was assigned to Flik 12 as Chefpilot
(Chief Pilot or Deputy Commandant). Flik 12 was located on
the lsonzo front in northeast Italy and was commanded by
Hauptmann Arpad Gruber. It was in this assignment that Linke
truly blossomed as an aerial fighter, flying both reconnaissance
and bombing missions in two-seaters, and flying escort and at-
tack missions in single-seaters. The intensity of his ag-
gressiveness was manifested by the degree of damage suffered
by many of the aircraft he flew, despite his acknowledged skill
as a pilot. During one long-range reconnaissance mission over
the Tagliamento river his two-seat Hansa-Brandenburg C.I
229.08 was attacked for thirty minutes by an Italian SPAD. The
mission was successfully completed despite 68 bullet holes in
the aircraft. Linke was shot down August 2, 1917, flying alone
in the two-seat Aviatik C.I 37.08, without an observer in an
escort role. His victor was probably Italian Ace Tenente Col-
onnello (Lieutenant Colonel) Pier Ruggero Piccio (24 victories).
Linke fortunately escaped injury. For his excellent service with
Flik 12, he was awarded the Order of the Iron Crown, 3rd Class,
with War Decorations and Swords.
On August 4, 1917, Linke was transferred to Flik 41)
33
 (J= Jagdfliegerkompanie = Fighter Squadron), based at Sesana,
about 5 miles east of Trieste. Here, under the command of
Hauptmann Godwin Brumowski, the leading ace of the LFT,
Linke received the final honing of his skills as a fighter pilot.
At Flik 41J, he flew the Hansa-Brandenburg D.I single-seat
fighter. These aircraft were usually called "KD" (Kampf
Doppeldecker=fighter biplane) or "star-strutters." He also flew
Albatros D.I11 (Oef) fighters, license-built by the Oeffag com-
pany of Wiener-Neustadt.
Linke's first victory came August 21, when he shot down a
Nieuport over Monte Santo, while flying Hansa-Brandenburg
D.I28.40. His score mounted rapidly. He became an ace on the
evening of September 23, shooting down an Italian seaplane
at Grado for his fifth victory, while flying Albatros D.11I (Oef)
153.04. His first double victory occurred November 5, in
Albatros D.11I (Oef) 153.11. He shot down a Macchi L-3 flying
boat from the Italian 259" Squadriglia, which crashed on land
near Latisana, as well as a second Italian seaplane which crashed
into the sea near the Adriatic coast. These were Linke's eighth
and ninth victories. A second "double," also in Albatros D.11I
(Oef) 153.11, occurred November 23, when he scored his tenth
and eleventh victories over two Italian single-seaters which
crashed in the vicinity of Cortelazzo-Casca di Finanza near the
Adriatic coast.
During his time with Flik 41), Linke wore a red flying helmet;
this led to his being called "the red head." His last two Albatros
aircraft, 153.11 and 153.16, were each decorated with falcons
painted on the fuselage sides in an attitude of searching for
prey. This contributed to his later title "The Falcon of Feltre."
While at Flik 41), he was awarded the Gold Bravery Medal for
Officers, a rarely given decoration.
After scoring a total of 13 victories, Linke was appointed com-
manding officer of the newly-formed Flik 60J in late December,
1917. Linke was now in a position to bring into play the full
spectrum of his fine qualities, both as a fighter pilot and as a
person. In an interview on October 6, 1977, Julius Arigi told
the author: "Linke was both a fine flier and a fine man. He gave
his men full support and generally ignored the rules about of-
ficers and non-officers having little to do with each other. He
often gave away victories to other, less experienced pilots. As
you can imagine, the feelings of his men for him were quite
strong."
Flik 60J was stationed near the village of Grigno in the Val
Sugana, approximately 60 miles north-northwest of Venice. The
airfield was hardly ideal. It was small and uneven and became
swampy in wet weather. The surrounding mountains were over
5000 feet high and demanded considerable pilot skill during
take-offs and landings. The squadron was equipped with Phonix
D.I fighters of series 128., 228., and 328. Personnel included
Linke and six NCO pilots, much less than the "paper strength"
dictated by LFTKommand, but in reality, about average strength
for a front-line squadron. The aircraft were stored in tent
hangars and the workshops were situated in old barracks. The
unit's combat area was the northern end of the Piave front, bet-
ween the Asiago Plateau and Monte Grappa. Opposition was
provided mainly by British squadrons but Italian and, less so,
French aircraft were encountered as well. The Phonix fighters
were stable and quick-climbing and also capable of sustaining
serious battle damage. This was accomplished at a cost of poor
maneuverability, which was a serious liability in a fighter air-
craft. While stationed at Grigno, Linke scored six victories, in-
cluding a double on January 10, 1918, when he shot down a
Nieuport and a "Sopwith two-seater" near Valstagna, while fly-
ing Phonix D.I 228.16.
During March, 1918, Flik 60J was moved to Feltre, approx-
imately 15 miles east of Grigno. Here the airfield was much bet-
34
ter, with a larger, flatter surface than at Grigno and with the
surrounding mountains not quite so close. At the end of the
month, the Flik received the Aviatik D.I series 115. fighter. This
aircraft was designed by Julius von Berg at the Aviatik firm in
Vienna and was often called the "Berg" fighter. It was lighter
and more maneuverable than either the Phonix or the Albatros
but unfortunately, had a tendency towards structural fragility.
During the month of May, 1918 alone, Flik 60J lost four Aviatik
D.I fighters due to wing failure. In addition to the Aviatik
fighters, the squadron continued to fly the Phonix D.I, and later
received some Phonix D.11(series 122.) and Phonix D.lla (series
422.) fighters. Still, the maneuverability of the Aviatik endeared
it to many experienced pilots, including Linke. Eventually, it
was what probably cost him his life.
Linke's first successes with the Aviatik D.I came in the form
of a double, his 21st and 22nd victories, May 10, 1918. On the
morning of that day he shot down Bristol F.2b C-4755 in flames
near Levico. Later in the day, he downed a Sopwith Camel,
which landed behind enemy lines but which was confirmed
by friendly ground forces. Both victories were scored in Aviatik
D.I 115.32.
Linke's 27th and last victory was scored July 29, when he sent
an English two-seater down in flames near Valstagna. Again,
he was flying 115.32.
The circumstances of Linke's death have long been controver-
sial, mainly due to the large number of people who have been
advanced by historians as his victor. I feel that the examina-
tion of the records leads logically to only one conclusion.
What is known and agreed to by all, including multiple
ground observers, is the following: On July 31, 1918, at 0825
hours, Linke took off in 115.32 from Feltre airfield with three
other pilots. They encountered three Sopwith Camels from 45
Squadron, RAF, including Captain James Cottle. During the en-
suing engagement Linke became separated from the other
pilots. He was then observed in a fight with two Italian Hanriot
HD-1 fighters. Eventually Linke's aircraft was seen in an involun-
tary spin (an occurrence usually the result of wing failure) from
which Linke recovered. The aircraft was then seen to fly in a
straight line (the only flight which could allow failed wings to
keep from disintegrating). Further attacks from the Hanriot
fighters resulted in the Aviatik's falling apart and crashing in
flames, near the town of Guia, just east of Valdobbiadene.
Linke's body contained no bullet wounds, further evidence that
structural failure was the initiating event in his downfall. Linke
was buried in Pobersch, near Marburg, but when Marburg was
occupied by Yugoslavia in 1919, his body was re-interred in
Salzburg, Austria.
At his death, Linke was 24 years old.
The two Italian pilots who fought Linke in his last battle were
Sergente Pilota (Sergeant Pilot) Ciampitti and Caporale Pilota
(Corporal Pilot) Aldo Astolfi of the Bl Squadriglia da Caccia
(81st Fighter Squadron). In an interview, the brother of Aldo
Astolfi stated: "Aldo often told me of his fight. He was im-
pressed again and again during the long dogfight how excellent
a pilot the enemy was. After 20-25 minutes, the enemy plane
straightened out and Aida's fire then began to take effect, with
pieces flying off the machine and his gas tank catching fire.
He crashed near Valdobbiadene. Aldo then flew to the nearest
Italian artillery observation post and flew around it three times
in steeply banked turns to allow those on the ground to see
the large "81" painted on the center of the top wing of his air-
craft. Before Aldo had landed back at the Bl Squadriglia, the
artillery men had already telephoned confirmation of his vic-
tory."
Oberleutnant Frank Linke-Crawford was Caporale Pilota Aldo
Astolfi's single aerial victory of the war.
Linke with KO 28.15, Flik 41/, Sesana, summer 1917. Light trousers were a favorite with Linke. Note the Field Pilot's Badge beneath his right
breast pocket. The aircraft has received the new rudder and also the vertical stabilizer. Note the small serial number on the wheel cover
close to the wheel hub. (D'Ami Photo)

Linke with Albatros D./1I (Oe() 153.11, Flik 41/, Sesana, October, 1911. This was the first aircraft to carry his falcon marking. He scored five
confirmed victories in this fighter. Note the camouflaging of the upper surfaces with a base of green with multiple small superimposed
sworls of ochre. (D'Ami Photo)

35
 A pair of aces! On the left is Godwin Brumowski (35 victories). On the right is Frank Linke-Crawford (27 victories). The aircraft on the left is
Brumowski's Albatros 0./1/ (Oef) 153.52, marked with skulls on the fuselage sides and top decking. The aircraft on the right is Linke's
Albatros 0./1/ (Oef) 153.16, marked with falcons on the fuselage sides. Flik 41/, Torresella airfield, December, 1917. (D'Ami Photo)

Linke with Albatros 0./1/ (Oef) 153.16. The remnants of the scraped-off serial number can just be seen under the falcon's
left wing. More often than not, Linke would overpaint the serial numbers of his aircraft with personal markings or
scrape them off. Flik 41}, Torresella, December, 1917. (D'Ami Photo)

36
 Linke aloft in Albatros 0./1/ (Oef) 153.11. Note the falcon on the fuselage. (Author's Photo)

After shooting down an observation balloon in flames over Meola, Linke was forced to make this somersaulting crash landing because of
bullets which damaged his rudder. This was his 13th and last victory at Flik 41}, December 13, 1911. Albatros 0./11 (Oef) 153.16. Note the
engine cover in place, and the "guard" waiting for the tow truck to show up. (Kostrba Photo)

37
 Linke in Phonix D./ 228.14 (or 228.16) taking off from Grigno airfield as CO of Flik 60J, January, 1918. Note the ruggedness and proximity of the
surrounding terrain, which was unforgiving of pilots' errors. (Kostrba Photo)

Linke's Phonix D.// 122.01, Flik 60J, Feltre, summer, 1918. The upper
and side surfaces were heavily splotched with olive green. The
black fuselage band and white monogram were standard Flik
60J practice. The Phonix logo is at the top rear of the fin.
...
Linke's 23rd victory, May 11, 1918, a Sopwith "Camel" forced to
(Meindl Photo)
land intact on Feltre airfield. Linke, in light trousers, is at the
right. Just visible at the right edge of the photo is the face
of the captured pilot, Lieutenant E. G. Forder,
28 Squadron, RAF. (Author's Photo)

38
Flik 60J,Feltre, summer, 1918. Linke again in white trousers. The "K" on the belt buckle is for Emperor Karl I. The Field Pilot's Badge is below
the right breast pocket. The two collar stars indicate "Oberleutnant" rank. Note that the LFT balloon and basket is worn on Linke's cap as
1Vellas on his collar. The aircraft is Aviatik D.I 115.32. Between the cabane struts, the port machine gun can be partially seen. Note its
flame tube emerging slightly more forward. (Kostrba Photo)

Aviatik D.I 115.32, Flik 60J, Felt re, July, 1918. Note the multicolored hexagonal (lozenge) camouflage. Besides the "L"
monogram on each side of the fuselage, a third one is just visible on the center section of the top wing. Linke
scored as many as seven victories in this "Berg" fighter. The structural fragility of this aircraft cost him his life
on July 31, 1918. (Meindl Photo)

39
Josef Kiss, Flik 24, Pergine, July, 1911. The lace and stars on the collar indicate
"Stabsfeldwebel" rank, while the balloon and basket denotes the Army Air
Service. The medal on the far left is the Dual Monarchy's highest NCO
award, the Cold Bravery Medal. The metal band across its ribbon
indicates a second award. (Stach Photo)
 Kiss, on the right, stands with his second victory, a Caproni bomber
downed August 25, 1916. Flik 24, Pergine airfield. Note the twin
control columns and the separate control wheels for the pilot
and co-pilot. Note the two huge fuel tanks behind the pilots'
seat and the characteristic tilt of the nose gunner's
machine gun ring. (Meindl Photo)

JOSEFKISS

It is May 27, 1918,at Pergine airfield in northern Italy. Prepara-
tions are being made for funeral services. Perhaps the words
of a letter by Major Franz Adelsmayer describe it best: "I was
present as a representative of my unit, Flik 24D, where I was
servingas a Leutnant Beobachter (Second Lieutenant Observer).
It was a very busy and hectic day with personnel and aircraft
continuously arriving from almost every conceivable direction.
Everyunit of the army seemed to want to participate in this
last honoring of our dead hero. By the time the services were
readyto begin, large numbers of troops, flying officers and air-
craft were rather neatly in formation in and around the relatively
narrow airfield located in the steep-sided valley. As I viewed
the scene, the thought kept ocurring to me that, if the enemy
were to bomb or strafe this airfield during this service, the
damageto men and machines would be enormous. At precisely
this moment, the sound of many aircraft were heard in the
distance with the clarity of an alarm clock. Their direction of
approach left little doubt that these were enemy aircraft. There
wastotal confusion. Some people ran into the vineyard adja-
cent to the airfield while others sought shelter in the few flim-
sy buildings that existed at the airfield. Many others merely
threw themselves headlong onto the ground. I remained stand-
ing in the middle of the field, feeling paralyzed. Over the air-
field in very low flight came numerous enemy aircraft-English,
French,and Italian. Strangely, no machine gun fire or bombs
came-only a single bundle. The aircraft flew straight away.
After waiting a few minutes to see if the bundle would explode,
we approached it and opened it. You can imagine our amaze-
ment when we discovered the contents of the bundle to be
a gravewreath with mourning ribbons attached to it, on which
waswritten in Italian, French, and English the phrase: 'Our last
saluteto our courageous foe.' We were all quite moved, and
didn't hesitate to place this wreath on the grave of Josef Kiss."
Within 24 hours of his death, Offizierstellvertreter (Deputy
Officer) Josef Kiss was promoted to Leutnant in der Reserve
(Reserve Second Lieutenant). He thus became the only NCO
pilot in the entire Austro-Hungarian Army Air Service ever pro-
moted to officer rank.
Kiss was born January 26, 1896, in Pozsony (today Bratislava,
Czechoslovakia) of poor Hungarian parents. His father worked
as a gardener at the military cadet school in Pozsony. At the
outbreak of war, Kiss, filled with enthusiasm, left school and
enlisted in the Austro-Hungarian army. His leaving school
would eventually prove a costly mistake since it left him short
of the degree of matriculation necessary to become an army
officer. After a short course of basic training, he was sent with
the Austro-Hungarian Infantry Regiment No. 72 to the Russian
front, arriving there October 26, 1914. During hard fighting in
the Carpathians, Kiss was severely wounded. After
recuperating, he volunteered and was accepted by the Army
Air Service for the purpose of pilot training. He received this
training at Parndorf and Wiener-Neustadt, much of it on the
Etrich Taube aircraft, a plane so docile it was felt it was virtual-
ly incapable of killing either flight instructors or students!
By the end of April, 1916, Kiss had been assigned as a pilot
to the newly-established Flik 24 in the area of operations of the
Austro-Hungarian 11th Army. The squadron CO was Haupt-
mann (Captain) Gustav Studeny. The unit was based at Pergine
airfield in the Val Sugana, on the south-Tyrolean front, approx-
imately 70 miles northwest of Venice and 10 miles east of Tren-
to. At Flik 24, Kiss' abilities as a reconnaissance pilot, and later,
as a fighter pilot, showed themselves plainly. His aerial victories
and his decorations spoke for themselves. His field pilot's
badge was achieved very soon after he began service with Flik
24. On June 20, he scored his first air victory, flying Hansa-
Brandenburg C.I 61.23 with Oberleutnant (First Lieutenant)

41
 Georg Kenzian as observer. He attacked an Italian Farman two-
seat reconnaissance machine behind the enemy positions on
Monte Cimone and forced it to make an emergency landing.
An even more impressive victory was scored August 25, when
Kiss flew Hansa-Brandenburg C.I 26.29, with Leutnant (Second
Lieutenant) Kurt Fiedler as observer, and engaged in a running
battle with a large three-engine Italian Caproni bomber of the
Italian 5th Bombing Squadron. Kiss, whose aircraft received
more than 70 bullet hits, eventually forced the Caproni to crash-
land close to Pergine airfield. The Italian pilot, Capitano (Cap-
tain) Gaetano Coniglia, had been killed with shots in the head
and stomach, while the co-pilot Tenente (First Lieutenant)·
Sobrero, had received several grazing wounds. So/data
mitragliere (Machine Gunner) Vitrotti had several superficial
head wounds while observer, Tenente Dami, was unharmed.
Kiss' third victory came approximately three weeks later, on
September 17, 1916, and was again scored against a Caproni
bomber. This victory was achieved while flying a two-seat
Hansa-Brandenburg biplane, this time with Oberleutnant (First
Lieutenant) Karl Keizar as observer. The Caproni was forced
to land behind enemy positions near Chizzola. Here, the air-
craft was eventually destroyed by Austro-Hungarian artillery
fire. The pilot of the bomber was the CO of the 5th Bombing
Squadron, Capitano Filippo Valdimiro.
The next Kiss victory was almost nine months in coming. By
this time, Kiss' value as an offensive flier had become well
recognized and he was flying the vast majority of his missions
in the Hansa-Brandenburg D.I fighter commonly referred to
as the "KD" or the "star-strutter."
Kiss' first victory in a fighter aircraft came June 10, 1917,when
he shot down a Nieuport fighter near Asiago, while flying
Hansa-Brandenburg D.I 28.37.
Kiss became an ace on June 14, 1917, when he forced down
an Italian SAML reconnaissance two-seater of the 113th Recon-
naissance Squadron, near Roana in the Asiago region. Both the
aircraft and the crew were captured. Duriag this fight, Kiss was
flying KD 28.37. In this same KD, on July 13, 1917, he forced
an Italian Savoia-Pomilio two-seater (serial number 4530) to land
near Levico, where it was captured, virtually undamaged. Kiss'
final victory with Flik 24 came September 11, 1917, when he
shot down a SAML two-seater near Asiago.
In his time with Flik 24, Kiss had flown 112 missions of all
types. He had been decorated no less than eight times, in-
cluding the Silver Medal for Bravery, 1st Class, three times, and
the Gold Medal for Bravery, two times. He had scored seven
aerial victories, and in five of these victories had managed to
force down his victim rather than shoot down and destroy him
(it is difficult to believe that this was accidental).
In November, 1917, Kiss was transferred to Flik SS),a fighter
squadron also based at Pergine. The Flik CO, Hauptmann (Cap-
tain) Josef von Maier, grouped Kiss together with himself and
Julius Arigi into a three-plane element which became extremely
proficient at aggressive teamwork. In fact, the entire squadron
rendered such excellent service that it was accorded the title
Kaiser Staffe/ ("Emperor's Squadron"). Kiss became fairly close
friends with Arigi, and was also on close speaking terms with
von Maier, a fellow Hungarian.
It was mainly to Arigi that Kiss confided his burning
ambition-the achievement of officer status. In Europe, but par-
ticularly in the Dual Monarchy, officer status meant more than
merely a commission. It meant social acceptance, prestige, and
automatic acknowledgement as a gentleman. The only item
unacceptable in Kiss' record was his lack of sufficient formal
schooling-but it was enough. Thus, the only alternative open
to Kiss was a commission in the field, an extremely rare honor
in the rigidly-stratified Austro-Hungarian Army. During the
author's visit with him in 1977, Arigi noted that it was his feel-
ing that Kiss gradually became somewhat obsessed with this
possibility. Arigi said he often counselled Kiss to enjoy what
he had and to forget about such virtual impossibilities as field
commissions.
At Flik SS), Kiss scored well, adding 12 more aerial victories
42
between mid-November, 1917, and late January, 1918. Of these
victories, eight were scored while flying together with von Maier
or Arigi, or both these men, including: a Caproni forced to land
and a Caproni downed in flames, November 15, while flying
Albatros D.11I (Oef) 153.17 (his eighth and ninth victories); a
SAML reconnaissance biplane, November 17, while flying
Albatros D.11I(Oef) 153.47;two Italian aircraft over Monte Sum-
mano, November 18, in 153.47; two Italian two-seaters near
Asiago, December 7, in an Albatros D.11I;finally, a SAML recon-
naissance biplane, December 16, again in an Albatros fighter.
Kiss' other victories included a British R.E.8two-seater, serial
A-4445 (42 Sq. R.F.C.) which he forced to land on Pergine air-
field, together with Oberleutnant Georg Kenzian and
Zugsfiihrer (Sergeant) Alexander Kasza.
Further honors also came his way, including a fourth award
of the Silver Medal for Bravery, 1st Class, and a third award
of the Gold Medal for Bravery.
On January 26, 1918, while flying Albatros D.11I(Oef) 153.47,
Kiss downed an Italian SAML two-seater of the 115th Recon-
naissance Squadron. This victim crashed behind enemy lines
on the slopes of Monte Magna and was confirmed by ground
observers of the Austro-Hungarian 19th Infantry Division. This
was Kiss' 19th aerial victory, making him the highest-scoring
Hungarian Ace in the Dual Monarchy. He was never to score
again.
On January 27, an enemy aircraft was sighted over Pergine
airfield. Kiss took off alone and gave chase but soon lost the
enemy. Shortly afterwards, however, he became involved in
a combat with three enemy fighters. This combat quickly
evolved into a one-on-one duel with the flight's leader. Kiss'
guns immediately jammed (the only time this ever happened
to him-itself remarkable). The guns were well-buried under
the fuselage decking, so freeing the jam was essentially impossi-
ble. The duel with the enemy leader now became a stalk, with
Kiss the prey, frantically taking every evasive maneuver he
knew. After ten minutes, the combatants had descended to an
altitude of 300 feet. The enemy flight leader finally sent some
accurate fire into Kiss' Albatros, wounding him in the abdomen.
Losing blood and fighting to retain consciousness, Kiss dove
into one of the narrow mountain gorges and finally escaped.
He landed at Pergine airfield and collapsed.
It has long been felt that Kiss' opponent in this combat was
second-ranked Italian ace Tenente (First Lieutenant) Silvio
Scaroni. Review of the data indicates that while Scaroni did have
a combat remarkably similar to the one in question, it occurred
two days earlier. It is quite possible that Kiss' foe during the
combat of January 27, 1918, was rather Captain M.B. "Bunty"
Frew of the 45 Squadron, British Royal Flying Corps.
Julius Arigi told the author that when he heard his friend
"Josi" had been taken to a field hospital near Trento, he jumped
into a car and drove there. He found Kiss in the receiving area
of the hospital, untreated. Becoming very angry, he burst in
on the hospital surgeon, a Hungarian who was leisurely eating
dinner, and asked him why he was not taking care of Kiss, a
fellow Hungarian. The surgeon replied that he was going to
finish his dinner and added that Kiss "wasn't even an officer."
Hearing this, Arigi throttled the surgeon and threatened him
with severe bodily harm if he didn't treat Kiss immediately. The
surgeon complied with Arigi's "request" and Kiss was saved,
though losing a portion of his bowel in the surgery.
After an all-too-brief recuperation, Kiss returned to active
duty. As a doctor by profession, it is the author's medical opi-
nion that Kiss never should have fought again. In a war where
81 percent of all wounded died, in the pre-antibiotic era, follow-
ing abdominal injury and surgery which included partial bowel
removal, the fact that Kiss lived at all is amazing. The fact that
he finished the first phase of recuperation so quickly is even
more amazing. The fact that he was back at the front in two
months is preposterous! He should never have been sent back.
His final months of service at Flik SS) were non-productive.
A look at photos of him at this time reveal the face of a very
sick person.
 On May 24, 1918, Kiss took off in Phonix D.lla 422.10 in a flight
with Alexander Kasza and Stefan Kirjak, became involved in
a running combat involving ever-increasing numbers of aircraft,
and was shot down, most likely by Second Lieutenant Gerald
Alfred Birks of 66 Squadron, British Royal Air Force. He crashed
on a hillside near Lamon at 1100 hours.
Enrica Bonecker was the girlfriend of "Josha" Kiss for all the
time he was at Pergine. She used to wait with anticipation and
excitement for the clinking his medals made on his chest as
he walked up the street to her house. She never rl)arried, but
visited her beloved's grave every day for 52 years.
In 1970, Kiss' remains were removed from the discontinued
military cemetery at Pergine and placed in the Ossario at
Rovereto, Italy. Included with the remains was Kiss' wristwatch,
with the hands still showing 1100 hours.

~- :J J ~.1.;
Hansa-Brandenburg 0./ (KO) 28.37, Flik 24, Pergine, summer, 1917. Kiss scored at least three victories in this aircraft. The Phonix company,
which built 28.37, was one of only two Austro-Hungarian manufacturers to use a European style "7" in marking its serial numbers.
Note the combination of canvas and wooden hangars and the vineyards on the hillside. (Meindl Photo)

Kiss with Albatros 0./II (Oef) 53.37, Flik 24, Pergine, October,
1917. Note the small auxiliary struts at the bottoms of the
interplane struts. Note the small conical windscreen and
the rear view mirror next to it. The red nose and
wheels and struts were the squadron markings
Kiss in flight over the Val Sugana. KO 28.37, Flik 24, Pergine, of Flik 48 which shared Pergine airfield with
summer, 1917. (Meindl Photo) Kiss' Flik 24. (D'Ami Photo)

43
 Kiss in Albatros 0./1/ (Oef) 53.33 over the Dolomites south of Marmalade, July, 1917. The black nose and wheels and
struts mark this as an aircraft of Flik 24. (Kostrba Photo)

Emperor Karl I at Pergine, March 19, 1918, shaking hands with

Josef van Maier, CO of Flik 55J. To the right of van Maier,
Albatros 0./1/ (Oef) 153.17, December, 1917. Kiss scored a
wearing flying dress, is Ceorg Kenzian, Deputy Commander
double victory in this aircraft, November 15, 1917. Note
of Flik 55J. In the background, just below the nose of
the stylized black and white numeral used at Flik 55J.
Emperor Karl, is the face of Josef Kiss. Note the
(Lahner Photo via Meindl)
sprigs of evergreen, traditional cap decoration
in the Austro-Hungarian armed forces, and
the palm-down style of the Emperor's
handshake. (Lahner Photo via Meind/)

44
 ---

'--
The pilots of Flik 55J stand before the white "K"-marked Albatros of Josef Kiss, Pergine, May, 1918. The five aces in this
photo are: fourth from left, Alexander Kasza; sixth from left, Georg Kenzian; seventh from left, Josef von Maier;
third from right, Josef Kiss; far right, Franz Lahner. (Lahner Photo via Meindf)

Kissreturning from an airfight in Phdnix O.//a 422.10, Pergine, May, 1918. Note that Kiss wore all his medals on
operational flights. ote the fatigue on Kiss' face and the battle damage to the rudder's fabric. The heavily-
sivorled olive camouflage paint is well shown. The Phdnix logo is clearly visible on the fin as is the entire
serial number in small black characters at the bottom of the rudder. The white fuselage band was Kiss'
personal marking. Kiss was shot down and killed in this aircraft on May 24, 1918. (Kostrba Photo)

45
Franz Graser, shown wearing the rank of "Fa'hnrich" (Ensign), early summer, 1916.
The medal is the Silver Bravery Medal for Officers, 2nd Class, awarded for
service with Infantry Regiment No. 72 in Russia. (Hefty Photo)
 Flik 42/, Prosecco, September 21, 1917. eraser's Albatros D./// (Oef) 53.27
being test-flown by Gottfried Banfield, during a visit from the nearby
Trieste Naval Air Station. Banfield is seated in the cockpit. Sixty
years later, Banfield identified this aircraft's co/ors for the
author. (Grosz Photo)

FRANZ GRASER

FranzGraser possessed a rare combination of qualities. He
was unusally and brilliantly talented, while remaining unfail-
inglycheerful. While never participating in a formal pilot train-
ing course and never receiving a pilot's certificate, he
nonethelessachieved 19 aerial victories (18 of them confirmed)
andrankssixth on the list of aces of the Austro-Hungarian Army
Air Service!
Franzwas born October 18, 1892, in Nyir-Mada, Hungary. He
successfullyattended the Rea/gymnasium (secondary school
with emphasis on the sciences). Following this, he attended
the technical university in Budapest and had completed six
semestersof studies by the time of the outbreak of World War
One.
On October 26, 1914, Graser joined the 72nd Infantry Regi-
ment,where he received his basic training. From January 1 to
July 15, 1915, he attended the Reserve Officer School in
Esztergom(Hungary). From August 10, 1915, to July 15, 1916,
he servedas the commander of a machine-gun detachment on
the easternfront. This period included five weeks in a hospital
in Lemberg (now Lwow, U.S.S.R.) because of battle wounds.
Forhis infantry services, Graser was awarded the Silver Bravery
Medal for Officers, 2nd Class.
In the late summer of 1916, Graser volunteered for the Army
Air Service and was posted to the Officers Flight School in
Wiener-Neustadt, where he received training as an Officer-
Observer. On August 1, he was appointed Leutnant in der
Reserve(Reserve Second Lieutenant).
Towards the end of October, Franz was assigned as an
Officer-Observer to Fliegerkompanie 2 on the lsonzo front in
northeastItaly. The squadron commander was an extremely
capable officer, Rittmeister (Cavalry Captain) Eugen Graf
Somssichde Saard. Graser's great talents soon manifested
themselvesand he quickly became the best observer in the
company. He was excellent with a camera and took superb
reconnaissance photographs. He also was a first-class machine
gunner, a talent that came in quite handy on numerous
occasions.
On February 10, 1917, flying in Hansa-Brandenburg C.I 29.58,
Franz scored his first confirmed victory. He and his pilot en-
gaged an Italian Farman two-seater and eventually forced it to
crash land near Jeza west of Tolmein. While this victory was
personally significant to Graser, it probably had little to do with
the balance of power on the lsonzo front, since in the course
of the air fight, his aircraft was so badly shot up that his pilot
was forced to make a crash landing himself!
During May, 1917, Graser was transferred to another unit on
the lsonzo front, Flik 32, CO Hauptmann (Captain) Richard
Hubner, an excellent reconnaissance flier. On May 20, in Hansa-
Brandenburg C.I 229.20, Graser scored his second confirmed
victory when he and his pilot, Feldwebe/ (Sergeant major) Franz
Wognar, downed an Italian SPAD over Monte Sabotino.
Wognar suffered a grazing bullet wound in the back but was
otherwise unharmed.
While with Flik 32, Graser began to take flying lessons on
an informal basis. Most of this learning was done under the
guidance of Feldwebel Franz Fraueneder. Graser responded
quickly to instruction, for he was, in Fraueneder's words, "a
born pilot." So it was that in September, 1917, Graser began
to fly reconnaissance missions in the role of pilot, rather than
observer.
On October 1, Graser was assigned to Flik 42/, a fighter
squadron based at Prosecco, just north of the port city of
Trieste. The CO was Hauptmann Ladislaus Hary, an excellent
leader who later became a general in the Hungarian Air Force.
From this point on in his career, Graser would fly only the
Albatros D.III fighter.
47
 Graser's scoring with Ffik 42/ was opened with a cluster of
four victories scored in the first three days of the Battle of
Caporetto. After a single victory on October 25, he scored a
"double" the next day. He exploded an Italian observation
balloon, and later, while flying escort for aircraft from the
Treiste Naval Air Station, he engaged an intercepting Italian
Nieuport fighter and shot it down over Lake Doberdo. This air-
craft was Graser's fifth confirmed victory and it made him an
ace.
On November 23, 1917, Graser engaged an Italian seaplane
and shot it down in flames near Agenzia, about four kilometers
from the mouth of the Piave River. This was his first victory
while flying Albatros D.I11(Oef) 153.44, which was the first air-
craft marked with what became a personal trademark. On both
sides of the fuselage, Graser had painted an owl. The owl is
considered the bird of death in central Europe. Interestingly,
Graser seems to have chosen the Eagle Owl (species: Bubo
bubo), the most ferocious of all European owls. This choice of
marking is particularly interesting in consideration of the
generally pleasant and gentle disposition of the man.
Graser achieved "double ace" status on November 29, 1917,
when he forced an Italian SAML two-seater to land near
Vianello.
For his excellent service at Flik 42/, Graser was awarded the
Order of the Iron Crown, 3rd Class, which was a very high
honor.
During January, 1918, Graser was assigned to the newly-
established fighter squadron based at Motta di Livensa, Ffik 61/.
The CO was Oberleutnant in der Reserve (Reserve First Lieute-
nant) Ernst Strohschneider, himself already a double ace.
Fittingly, Graser and Strohschneider combined for their first
victory at Ffik 61/, downing an enemy seaplane in the lagoon
of Palude Maggiore on the evening of January 26.
On February 24, Franz participated with several other pilots
of Flik 61/ in the defeat of a Macchi M-5 flying boat. This fighter,
which carried the marking "M-18," crashed near Marcello west
of the Piave River and was destroyed. The pilot, Secondo Capo
Parodi, was wounded.
On March 8, Graser, flying Albatros D.I11 (Oef) 153.106, at-
tacked and destroyed an enemy observation balloon anchored
to a platform in the Cenesa channel. Because of low hanging
clouds, no definitive observation of this victory by ground
troops was possible. The victory was confirmed by Leutnant
in der Reserve Otto Schrimpl, Graser's wingman on this flight.
48
Four days later, again flying 153.106, Graser shot down in
flames a reconnaissance single-seat Ansaldo SVA-5, which
crashed near Monastier di Treviso. Because of the terrible
visibility, confirmation by ground forces again was not possible.
Luckily, Leutnant Edgar Morath of Ffik 63/ was flying in the area
at the time and was able to confirm the victory, Graser's six-
teenth. This same day Graser downed another SVA-5 near
Monastier di Treviso, but was not so lucky this time since the
fog prevented any kind of confirmation at all.
On March 16, Graser, flying Albatros D.III (Oef) 153.106,com-
bined with his CO, Ernst Strohschneider, flying Albatros D.I11
(Oef) 153.119, to down an Italian SVA-5 near Casonetti. After
being attacked, the enemy aircraft dove steeply to the ground
which it struck with a somersaulting movement. The victory
was Graser's seventeenth and Strohschneider's fifteenth.
Seven days later, Graser scored his eighteenth confirmed vic-
tory. Flying Albatros D.III153.111, he attacked a SAML recon-
naissance two-seater near Noventa di Piave and shot it down
in flames. The Italian crew, NCO Pilot Achilles Zardi and First
Lieutenant Observer Amadeo Busseti of the 39ASquadriglia,
both perished in the crash. Graser was not to score again.
On May 17, 1918, a request was made by Flik 12P for fighter
escort for one of its photo reconnaissance aircraft which was
undertaking a mission over enemy territory. Graser responded
to the request, flying Albatros D.I11(Oef) 153.221.As the recon-
naissance aircraft and Graser's Albatros overflew Treviso, they
were intercepted by enemy aircraft. Graser responded to the
attack but was shot down in flames by an Italian Hanriot fighter,
flown by Sergente pilota (Sergeant Pilot) Antonio Chiri (5 vic-
tories) of the Italian 78ASquadriglia, aided by Sergente pilota
Antonio Reali (11 victories) and Caporale pilota (Corporal Pilot)
Lucentini, both of the 79ASquadriglia.
Franz Graser was posthumously awarded the Knight's Cross
of the Order of Leopold with War Decoration and Swords, the
second-highest award possible in the Dual Monarchy. During
all of World War I, only 25 members of the Army Air Service
received this award.
The effect of Graser's death on the morale of the LFT was
devastating. The service had not lost just a great fighter pilot,
it had lost a remarkable person as well. Gone forever was this
bright, cheerful human being, always in a good frame of mind,
ever the joyful student of new things. Such men are not
replaced.

The ever-smiling Graser stands before a Hansa-Brandenburg
two-s_eater of Fltk 32, summer, 1917. Note the relatively
ltghtwe,ght summer flying suit. (Meindl Photo)
Flik 42/, Motta di Livensa, November, 1917, during a visit by
General Lukas and General Schdnaur. Graser is at the far
left while fellow ace Ernst Strohschneider is second from
the right. The aircraft, Albatros 0./1/ (Oef) 153.44, bears
Craser's owl marking and also the red and white
wheel covers which were a Flik 42/ squadron
marking. (Meindl Photo)
Flik 61/, Motta di Livensa, March, 1918. Graser with one of his
owl-marked Albatros fighters, possibly 153.106. Note the
overall brown camouflage and the squadron marking of
red wheel covers. Note the white-outlined cross
C./
beneath the lower wing.
(Morath Photo via Meindl)
49
Eugen Bonsch, Flik 51}, August 1, 1918. Interestingly, though shown here wearing
the collar braid and stars of a "Feldwebel" (Sergeant Major), Bonsch is never
listed in the official records as higher than a "Zugsfuhrer" (Sergeant). The
medal on the left is the LFT's highest non-officer award, the Cold Bravery
Medal. The two metal bands across its ribbon indicate that Bonsch
received it three times. (Kostrba Photo)
 The personnel of Flik 51}, Chirano airfield, summer 1918. Four of the
LFT's top twelve aces are in this photo. Seated just left of center is
Benno Fiala, the squadron CO. Behind his left elbow is Stefan
Fejes. Seated just right of center is Franz Rudorfer, while
standing directly behind him is Eugen Bonsch.
(D'Ami Photo)

EUGEN BONSCH

He was quiet, reserved, unassuming and loyal. His calm ex-
terior, however, masked an enormous talent for flying. His skill
asa "born fighter pilot," combined with his courage, tenacity,
and boldness made him a joy to fly with and a terror to op-
pose. His name was Eugen Bonsch.
He was born May 1, 1897, of Sudeten-German parents in the
village of Gross-Aupa, near Trautenau, in Northern Bohemia
(today Czechoslovakia). After completion of his elementary
schooling, he entered the State Trade School and embarked
on a study of mechanics and machine manufacturing, which
he successfully completed.
In 1915, Eugen volunteered for the Austro-Hungarian Army
and was accepted. After completing his basic training he re-
quested transfer to the Army Air Service which was granted.
His initial assignment was to Flek 6 (Fliegerersatzkompanie 6),
where he worked as a mechanical engineer. In 1917, Bonsch
volunteered for pilot's training and was accepted. To obtain
this training, he was posted to Flek 8. His talents as a pilot were
quickly manifested and he consistently earned the designation
sehr gut (very good) throughout his training. On June 22, he
receivedAustrian Pilot's Certificate No. 700 and, six days later,
was promoted to Korporal (Corporal). During August 1917,
Bonschwas assigned to the newly-established all-fighter unit
Flik51/, which had become operational at Haidenschaft airfield
in the Wippach Valley on the lsonzo front in northeastern Italy.
Flik 51), under the command of Rittmeister (Cavalry Captain)
Wedigevon Froreich and, later, Oberleutnant (First Lieutenant)
Benno Fiala, was to become one of the truly elite fighter units
of the Dual Monarchy. An idea of the caliber of the personnel
at Flik 51) can be gotten from the fact that, besides Bonsch and
Fiala,four other aces would eventually fly with the unit. These
men were: Stefan Fejes (16 victories); Ludwig Hautzmayer (7
victories); Franz Rudorfer (11 victories); and Alexander Tahy (8
victories).
The equipment of the Flik was also top-notch, consisting in-
tially of the series 53.2 and 153. of the German-designed
Albatros D.III fighter, license-built by the Oeffag company in
Wiener-Neustadt. Later in the war, the even-better series 253.
Albatros D.I11 would equip the Flik.
The duties of Flik 51) were quite broad and included
everything that could possibly be asked of a fighter squadron,
such as interception, escort, ground attack and light bombing.
Virtually everyone who saw Bonsch fly was of the opinion
that he was a born fighter pilot. In addition, besides being good,
Bonsch possessed that difficult-to-define quality of being
"lucky." The combination of being good and being lucky was
indeed formidable. If ever there was an ideal set of cir-
cumstances for a man of such talents, it was at Flik 51). Here,
in a busy part of the front, flying excellent aircraft and sur-
rounded by talented and spirited comrades, Eugen Bonsch was
ready to go to work.
On September 1, 1917, in Albatros D.I11(Oef) 53.57, Bonsch
attacked an Italian Nieuport fighter over Monte San Gabriele
and shot it down for his first confirmed victory.
Almost one month later, on the evening of September 28,
1917, flying Albatros D.III (Oef) 153.35, Bonsch attacked an
Italian observation balloon which was being operated in the
area north of Plava. Before he could reach his target, he was
intercepted by an Italian Nieuport and an Italian SPAD. Bonsch
fought his way past the protecting fighters and pressed home
his attack. Flying at the height of the balloon, 700 meters, he
fired burst after burst at the target. The protective anti-aircraft
fire from the ground damaged Bonsch's Albatros but he per-
sisted in his attack until the balloon burst into flames. The
Italian observer, Tenente Osservatore (First Lieutenant
Observer) Paolo Calisse, took to his parachute and thereby sav-
51
 ed his life. Less than 24 hours later, Bonsch downed an Italian
Nieuport fighter south of Plava.
In October, 1917, Bonsch received the highest honor possi-
ble for a non-officer in the Austro-Hungarian Army Air Service
when he was awarded the Gold Medal for Bravery.
Bonsch's first victory of 1918, occurred on February 21st. Fly-
ing Albatros D.11I (Oef) 153.35, he attacked a Sopwith Camel
south of the Island of Papadopoli (a large island in the middle
of the Piave river). After a relatively brief combat, he sent the
enemy fighter crashing in flames behind his own lines near
Casa Zonta. This was a signal sucess for Bonsch since it was
his fifth confirmed victory and made him an ace.
The middle of March, 1918, was to prove a busy time for
Bonsch. On the 10th, he led a three-plane element to intercept
a formation of Italian Caproni bombers which were heading
towards a planned attack on the airfields of San Martino and
Portobuffole. Bonsch and his two comrades so aggressively at-
tacked the bombers and their escort of seven Han riot fighters
that they forced the Capronis to prematurely jettison their
bombs and abandon their attack. The very next day, Bonsch
worked the other side of the fence. As part of the escort for
an Austro-Hungarian bombing attack on the important Italian
airfield at Marcon, his repeated strafing attacks on the field's
defenses made possible a very successful attack by the
bombers, without any loss of aircraft. Later this same day, while
escorting a photo-reconnaissance aircraft, he successfully
fended off the attacks of three aggressive Sopwith Camels and
saved the reconnaissance aircraft and crew from harm.
Bonsch's busy month continued the next day, March 12,
when he and his comrades made a dawn raid on Marcon air-
field. They repeatedly flew over the field at an altitude of 50
meters, wreaking havoc with bombs and machine gun fire.
Bonsch and his friends made similar attacks four days later on
Treviso airfield and five days later on the important shipping
center at Portegrandi.
On April 3, Bonsch, while flying Albatros D.I11(Oef) 153.140,
downed an observation balloon in flames southwest of San
Biaggio for his seventh confirmed victory.
In early April, Bonsch was particularly active in attacks against
enemy ground forces, in the course of which he destroyed
several enemy batteries on the Piave front lines.
On the 17th, Bonsch scored his eighth victory when he in-
tercepted a SAML reconnaissance machine and made an attack.
The evasive actions of the Italian pilot and the accuracy of the
observer's gunnery stretched the combat into a fairly lengthy
one. Eventually, Bonsch downed the two-seater over Monte
Grappa.
In May, 1918, Bonsch was accorded a rare honor when the
Gold Medal for Bravery was bestowed upon him for the second
time.
Bonsch downed an observation balloon on May 3, northwest
of Monastier di Treviso. The victory remained unconfirmed,
however, due to the generally poor visibility which precluded
adequate observation by friendly ground forces. A balloon
downed on June 16, was confirmed, however. Flying Albatros
D.11I(Oef) 153.140, Bonsch attacked the balloon near Breda di
Piave. His initial two firing passesyielded nothing but increased
flak from the ground. On his third pass, however, he dropped
down to an altitude of 50 meters and, at the end of this long
52
pass, the Italian balloon exploded in a fireball.
On June 20, during the Battle of the Piave, Bonsch spent a
busy day carrying out numerous low-level bombing and straf-
ing attacks on all manner of enemy ground works, machine
gun nests and batteries. During the course of this day he
achieved double-ace status by downing an enemy single-seat
photo-reconnaissance aircraft over the Montello for his tenth
confirmed victory.
During July, 1918, Bonsch received an enormous honor when
he was awarded the Gold Medal for Bravery for the third time,
making him one of only six non-officers in the LFT to be so
honored.
Late in the evening of August 8, Bonsch, while flying Albatros
D.I11(Oef) 253.37, attacked an Italian type A.P. balloon in the
vicinity of Vascon-Carbonera. The two crew members, Sot-
totenente (Second Lieutanant) Guido Luria and Capitano osser-
vatore (Captain observer) Salvatore Salis, took to their
parachutes as Bonsch attacked. The balloon exploded, lighting
up the sky in the fading twilight. The time was 20:47 hours.
The final great battle of the war, the Battle of Vittorio Veneto
(October 24-November 3, 1918), was a disaster for Austria-
Hungary. The overwhelming might of the Allies crushed the
weakened and weary forces of the Dual Monarchy. An estimate
of the number of serviceable aircraft available to the Austro-
Hungarians, noted in the reports of the Army of the .lsonzo,
was 29, while Italian reports indicate the total number of
available aircraft on the Piave and south-Tyrolean fronts was
over 1,000! It was for this extremely trying time that Bonsch
reserved some of his most courageous flying. He shot down
a Sopwith Camel and an RE-8on October 27. The next day he
downed an Italian Hanriot and, the day after that, downed
another Hanriot for his 16th and final victory.
During this hectic time, Bonsch was himself shot down in
flames (almost certainly by Italian ace Capitano Flaminio Avet),
but saved himself by parachute. He landed behind enemy lines
but amazingly managed to work his way back across the Piave
river. He rejoined his unit and continued his intrepid flying!
The war ended a few days later.
With his seven victories over balloons (six confirmed), Bonsch
was as close to being a "balloon-buster" as anyone in the LFT.
Of his other ten victories, eight were single-seat fighters-an
impressive caliber of foe.
After the war, Bonsch purchased and operated an inn located
in the highest mountain range in northern Bohemia.
During World War Two, he was called to serve in the Ger-
man Luftwaffe. Ordinarily, among Austrian personnel, because
of the persistent strict separation of officers and non-officers,
Bonsch would have remained an NCO. Surprisingly, the situa-
tion was changed by a decree from Adolf Hitler, which stated
that NCOs who had won the Gold Bravery Medal in World War
One were to be made officers. Bonsch therefore served the
Luftwaffe as a Hauptmann (Captain). His duty assignment was
director of the Oschatz Air Base in Saxony.
After World War Two, Bonsch lived at his brother Emil's hotel
in Ehrwald in the Austrian Alps. When interviewed, Emil Bonsch
stated that his brother had been a very quiet, reserved, and
modest man and that, interestingly, he had never said even a
single word about his many adventures in World War One.
Eugen Bonsch died in Ehrwald July 24, 1951.
Flik 51/, Chirano airfield, September 23, 1918. A severe storm wrecked the hangars at the airfield (note the missing roof). Albatros 0./11 (0ef)
253.31 was flown by Bonsch. Albatros 0./11 (0ef) 253.24 was flown by Bonsch and also by Benno Fiala in his last flights with the squadron.
Note the variations on the basic star marking of Flik 51/. (0'Ami Photo)

An Austro-Hungarian repair facility located in a captured Italian

balloon hall in Casarsa, northern Italy. Albatros 0.111 (0ef)
153.46 was flown by Eugen Bonsch at Flik 51/
in February, 1918. (Stach Photo)

53
"Stabsfeldwebel" Stefan Fejes, Flik 51/, August, 1918. The medal on the far left is
the Dual Monarchy's highest NCO award, the Gold Bravery Medal. The metal
bands across its ribbon indicate second and third awards of this decoration,
making Fejes one of only six men in the entire Army Air Service to achieve
this distinction. (Winkler Photo via Di'Ami)
 Hansa-Brandenburg C./ 29.63, Flik 19, Haidenschaft airfield, 1917. Fejes
scored three victories in this aircraft, two of which were confirmed.
Note the twin-gun "baby coffin" over the top wing and the
German Bergmann MC 15nA machine gun mounted at the
observer's position. (Stach Photo)

STEFAN FEJES

He was one of the truly outstanding pilots of the Austro-
HungarianArmy Air Service. He was extraordinarily skilled at
flying all types of aircraft, and proved it by scoring six victories
in two-seatersand fourteen victories in fighters. He was an in-
telligent, kind, and sensitive human being who was very much
loved by all who had the privilege of knowing him.
Stefan Fejes (pronounced "fay esh") was born August 30,
1891,in the Hungarian city of Raab. To fulfill his military ser-
vice requirement, he joined Hungarian Infantry Regiment No.
31in 1912.At the outbreak of war in the summer of 1914, Fejes
wasstill with this regiment and went into the front lines in its
ranks.He was severely wounded September 16, 1914, and re-
quired hospitalization for almost six months.
After his recuperation, Fejes was assigned to the Motor Ser-
vice on March 10, 1915. After 14 months in this assignment,
he volunteered for and was accepted by the Army Air Service.
Hisinitial service with the LFT eventually included a period of
pilot'straining, which he successfully completed early in 1917.
On February 3, 1917, Fejes, with the rank of Zugsfiihrer
(Sergeant),reported for duty as a pilot to Flik 19, stationed at
Haidenschaftairfield in the Wippach Valley on the lsonzo front
in northeastern Italy. This assignment was indeed a fortunate
onefor both Fejes and the squadron. Flik 19, under the leader-
shipof Hauptmann (Captain) Adolf Heyrowsky, was emerging
as perhaps the best of all the Austro-Hungarian two-seater
squadrons.Fejes,as we shall see, rapidly earned a place among
the leaders of the unit's elite group of pilots.
The aircraft flown by Flik 19 included several types of two-
seat biplanes, chief among which were the various Hansa-
Brandenburg C.I series. Among the many fine fliers serving
alongsideFejes at the unit were no fewer than six other aces:
BennoFiala(28 victories); Adolf Heyrowsky (12 victories); Franz
Rudorfer (11 victories); Alexander Tahy (8 victories); Ludwig
Hautzmayer (7 victories); and Josef Purer (7 victories). The duties
performed by the Flik included anything and everything that
could possibly be asked of a two-seater squadron. These duties
included aerial observation, photo reconnaissance, artillery
spotting, ground attack, short and medium range bombing, and
innumerable other tasks.
Fejes opened his personal scoring on only his third opera-
tional flight. On April 17, 1917, flying in Hansa-Brandenburg
C.I 29.09 with Oberleutnant (First Lieutenant) Oskar Zeisberger
as observer, he attacked and defeated an Italian Nieuport
fighter, which spun down and smashed to pieces between the
Gorizia train station and the road to Salcano.
On May 14, 1917, Fejes downed a Nieuport near Merna and,
six days later, defeated a SPAD near Britof south of Gorizia.
The day of June 19, 1917, proved to be of greater than average
interest for Fejes and his observer, Leutnant in der Reserve
(Reserve Second Lieutenant) Josef Purer. Flying in Hansa-
Brandenburg C.I 29.63 in the vicinity of Sober (Vertojba), they
were attacked by a flight of Nieuport fighters. With Purer
operating the flexible machine gun in the observer's cockpit
and Fejes using the twin-gun "baby coffin" mounted on their
aircraft's top wing, the Austro-Hungarian crew turned into the
attacking Italians to do battle. In a ferocious gun duel, one of
the Italians was shot down and confirmed as such by Austro-
Hungarian infantry and anti-aircraft gunners. A second Nieuport
was also downed but not confirmed since the site of its crash
was unobserved by Fejes and Purer, who had troubles of their
own. Their two-seater was so badly shot up that they had to
make an emergency forced landing near Schonpass, behind
their own lines. Both Fejes and Purer escaped unharmed.
Fejes became an ace on June 26, when he attacked an Italian
Caudron reconnaissance two-seater near Sober and sent it
crashing behind enemy lines. The event also was special for

55
 Fejes' observer, Leutnant (Second Lieutenant) Alexander Tahy,
since it marked his fifth confirmed victory.
A significant facet of Fejes' six victories in eight months at
Flik 19 is that they were scored incidentally, in the course of
the performance of numerous other duties.
Fejes' evaluation at Flik 19 included the following: "An
earnest, modest, industrious and dependable flier. Speaks bad
German. Good technical knowlege."
Official recognition of the quality of Fejes' service at Flik 19
came in the form of an award of the Silver Bravery Medal, 2nd
Class, and two awards of the Silver Bravery Medal, 1st Class.
In early October, 1917, Fejes was transferred to another of
the truly fine flying companies of the LFT-Flik 51J. This
squadron had been the third all-fighter unit in the Air Service,
established July, 1917, under the command of Rittmeister
(Cavalry Captain) Wedige von Froreich (4 victories). It was sta-
tioned at Haidenschaft airfield. Later, after the resounding
Austro-Hungarian victory at the Battle of Caporetto (October-
November, 1917),Flik 51Jwas moved to Ghirano airfield 30 miles
north northeast of Venice, just east of the Livensa River, where
it remained for almost the rest of the war.
As had been the case with Flik 19, Fejes found himself at Flik
51J again surrounded by a host of talented pilots. On his ar-
rival at the unit, two other aces were already there ahead of
him, Zugsfiihrer Eugen Bonsch (16 victories) and his old com-
rade from Flik 19, Oberleutnant Alexander Tahy. During
February, 1918, Oberleutnant Ludwig Hautzmayer also would
transfer to Flik 51J from Flik 19, and Oberleutnant Benno Fiala
would replace Froreich as squadron CO. Finally, during April,
Leutnant Franz Rudorfer would transfer to the squadron from
Flik 19. It was, to say the least, a truly impressive cast of
characters.
The quality of the aircraft flown by Flik 51Jwas also top-notch,
consisting of the various Albatros D.III fighter series license-
built by the Oeffag firm in Wiener-Neustadt. At all times dur-
ing the lifetime of the Flik, its fighters were at least a match
for the quality of equipment flown by the opposition.
On December 3, 1917, Fejes opened his scoring at Flik 51J
when he attacked an Italian observation balloon and sent it
earthward in flames over Visnadello.
On March 18, 1918, flying Albatros D.I11 (Oef) 153.132, he
engaged a Sopwith Camel and sent it spiraling down to crash
near Piavon, west of Salgareda. Four days later, he achieved
"double ace" status when he attacked and defeated a British
RE-8 reconnaissance two-seater in the vicinity of Susegana-
Salleto. Confirmation of this victory by Austro-Hungarian Anti-
aircraft Batteries 127 and 131 on Monte Cucca gave Fejes his
tenth confirmed aerial victory.
Eight days later, on March 30, things were considerably more
difficult. Fejes became involved in a dogfight with a Camel that
was somewhat unusual in that the entire fight occurred in full
view of the men and officers of Flik 51J standing on their own
airfield. The Camel pilot was determined and skillful and, before
Fejes finally brought him down, managed to put 46 bullets
through Fejes' Albatros, one of which wounded him in the heel.
On May 3, Fejes scored a frustrating double victory. Flying
Albatros D.III (Oef) 153.140, he attacked a reconnaissance two-
seater marked with French cockades and shot it down near the
town of Arcade. Later the same day, now flying D.III (Oef)
153.155, he attacked and destroyed an Italian observation
balloon northwest of Monastier di Treviso. Unfortunately for
Fejes, neither of these victories was confirmed.
Fejes became a "triple ace" on the opening day of the Battle
of the Piave, June 15, 1918. He downed an Italian SPAD in the
area of operations of the Austro-Hungarian Infantry Division
No. 33. Ground troops of this division supplied the necessary
evidence for this, Fejes' 15th confirmed aerial victory.
Fejes closed his offical scoring on September 1, when, fly-
56
ing Albatros D.III (Oef) 253.54, he engaged a Sopwith Camel
in a dogfight and shot it down near Arcade, for his 16th con-
firmed victory. A final victory scored over Candelu 11 days later
was unconfirmed.
Fejes' final score was a total of 20 victories, 16 of which were
confirmed. Perhaps the most impressive facet of his scoring
was the caliber of the opposition. Of his confirmed victories,
75% were modern, single-seat fighter aircraft, including four
Nieuports, six Camels, and two SPADs. Of course, some of the
Camels probably were Hanriot HD.1 fighters (Austro-Hungarian
pilots were notorious for confusing the two), but the point re-
mains unchanged: there were few easy pickings in the victories
of Stefan Fejes.
The Austro-Hungarian high command was not hesitant in ex-
pressing its appreciation of Fejes' sterling service. During
January, 1918, he was awarded the Gold medal for Bravery, the
highest award possible for an NCO in the forces of the Dual
Monarchy. During June, 1918, Fejes received a second award
of this same medal. One month later, when he received a third
Gold Medal for Bravery, he became one of only six men in the
entire LFT to be so highly honored.
Fejes was promoted to Feldwebel (Sergeant Major) in
February, 1918. During July, while visiting Flik 51J, Emperor Karl
personally promoted Fejes to Stabsfeldwebel (Staff Sergeant).
An idea of the ultra-conservative attitude of the Austro-
Hungarian monarchy towards promotions can be gotten from
the fact that Fejes' promotion to Stabsfeldwebel followed more
than four years of continuous service, often of heroic
proportions!
A final word on the qualities of Stefan Fejes at Flik 51Jcomes
from his official evaluation, which reads, in part: "A very
dashing, dependable, outstandingly skillful and versatile fighter
pilot; in every respect a faultless character."
On November 4, 1918, the war came to an end. Fejes went
to Hungary and became a citizen.
When Romanian, Czech, and Serbian forces invaded Hungary
in 1919, Fejes enlisted in the Red Air Corps which was helping
to defend Hungary against the invaders. He served in the Air
Corps' sole fighter unit, the 8th Squadron, and was quite ac-
tive in combat. Johann Risztics and Alexander Kasza served in
the same Squadron.
In May, 1919,flying a ground-attack mission in a Fokker D.VII,
Fejes was forced to crash land due to a damaged propeller. He
was captured at Losoncz (today Czechoslovakia) by Czech
forces and remained a prisoner until hostilities ceased later in
1919.
On November 7, 1920, Fejes staged a demonstration dogfight
with Johann Risztics at the first Budapest Air Show.
In 1928, he became a flying instructor at the secret military
training establishment at Szombathely (in violation of the op-
pressive Treaty of Trianon). In an interview during December,
1983, Lieutenant Colonel Aladar de Heppes (8 victories), former
CO of 101st Royal Hungarian Home Defense Fighter Squadron
(WW II) told the author: "Fejes gave me my first demonstra-
tion flight in 1928. He was a truly superb flier. He spoke in the
manner of an educated man. He was a true gentleman and
possessed great warmth. He was generally much loved, par-
ticularly by the younger students who called him 'Fejes Bacsi'
('Uncle Fejes')."
Between 1930 and 1936, Fejes flew as a commercial pilot on
routes between Milan and Rome and Zurich. From 1936to 1940,
he flew for the Hungarian Air Transport Company (MALERTI.
With the coming of war June 26, 1941, Fejes was reactivated
and served until the war's end as a military transport and com-
mand liaison pilot.
His activities post-World War Two are unknown except that
it was the belief of Julius Arigi that Fejes was alive in Budapest
at least into the 1950s.
 Fejes at Flik 51/, 1918. The blunt spinnerless nose of this Albatros
was the Oeffag company's response to the problem of spinners
detaching in flight, and marks the aircraft as belonging to
either the late series 153. or series 253. of this fighter.
The origin of the red star is uncertain, but such a
star is found in the coat of arms of the Kingdom
of Hungary and could conceivably be related.
(Grosz Photo)

Fejes with an Alabatros 0./11 (Oef) fighter, Flik 51/, Chirano, 1918.
Note the machine gun flame tubes emerging above the cowl
ring. The spinner has been removed, a common solution to
the problem of spinners flying off while the aircraft was in
flight. Note the propeller logo over Fejes' right shoulder.
(Haddow Photo)

57
"Oberleutnant in der Reserve" Ernst Strohschneider, 1915. The ribbon represents
the Military Merit Cross, 3rd Class, with War Decoration. (Vagi Photo)
 The officers of "Fluggeschwader" 1, Divacca airfield, Italy, May, 1917.
Strohschneider is third from the left. Fifth from the left is the
squadron CO, "Hauptmann" Karl Sabeditsch. In the
background is the first of all the "Berg" fighters,
Aviatik D./ 38.01. (Banger/ Photo via Meind/)

ERNST STROHSCHNEIDER

ErnstStrohschneider was a tough, aggressive and determined
soldier. When declared unfit for frontline infantry service
becauseof his multiple wounds, he joined the Army Air Ser-
viceand went on to become one of its outstanding fighter pilots
andsquadron leaders. This very highly decorated triple ace was
alsoan elitist. This air, possibly engendered by his patrician
background and certainly encouraged by the prevailing at-
titudesin the Hapsburg Monarchy, at times interfered with his
effectivenesswith non-officer comrades.
Strohschneider was born September 6, 1886, in the town of
Aussigan der Elbe, in what is today Czechoslovakia. His parents
wereof Sudeten-German background and were rather well-to-
do. The details of Strohschneider's early military career are
largelya mystery, but it is known that he joined the infantry
beforethe war and was promoted to Leutnant in der Reserve
(ReserveSecond Lieutenant) during January, 1913.
With the outbreak of war, Strohschneider, attached to Infan-
try Regiment No. 28, a predominantly Czech unit, was sent to
the Serbian front. On August 28, 1914, he was wounded by a
bullet in one tibia (shin bone) and required hospitalization.
Afterthe wound healed, he was assigned to Infantry Regiment
No.42,which was then fighting in the Carpathian Mountains
on the Russian front. This regiment was composed primarily
of Sudeten-German troops and was one of the Guards Regi-
ments of the Austro-Hungarian Army. With this new unit,
Strohschneider distinguished himself in the heavy fighting
around Konatice. Later, he contributed significantly to the
Austro-Hungarianefforts in the bitter winter fighting in the Car-
pathians,particularly in the Battle of the Chryszcata Heights.
In this battle, on February 9, 1915, he was wounded in the knee
andagain required hospitalization. After recuperation, Stroh-
schneiderreturned to fighting, again with Infantry Regiment
No.42, this time in command of a machine gun detachment.
On September 19, 1915, Strohschneider was wounded for a
third time and also was taken prisoner by the Russians. By sheer
determination, he escaped from his captors and, despite his
wound, made his way safely back to his own lines.
When Strohschneider reported for duty following his third
serious recuperation, he was declared unfit for frontline com-
bat. One can imagine the condition of his body, in as much
as it caused the Austro-Hungarian Army, forever desperately
short of men, to declare him unfit for service!
Undaunted, Strohschneider volunteered for the LFT, which
accepted him and sent him to the Officers Flight School in
Wiener-Neustadt to learn the skills of the aeronautical observer.
At the completion of his training during March, 1916, he was
assigned as an officer-observer to the newly-established Flik
23, a general service squadron based on the south-Tyrolean
front in Italy, under the able leadership of Hauptmann (Cap-
tain) Heinrich Kostrba. At the squadron, Strohschneider
distinguished himself by flying many reconnaissance flights
deep into enemy territory and by carrying out bombing mis-
sions against Treviso and Vi~enza in the face of very heavy anti-
aircraft fire. He also scored his first victory, an Italian seaplane
downed in the Sarca Valley while flying in Lloyd C.11I43.61 with
pilot Oberleutnant (First Lieutenant) Franz Schorn. The victory
occurred June 15, 1916,and, because of the absence of ground
observation, remained unconfirmed.
When the fighting on the south-Tyrolean front subsided
somewhat, Strohschneider was assigned to Flik 28 on the lsonzo
front. Following a short time there, he transferred to the Of-
ficers Flight School in Wiener-Neustadt to obtain training as
a pilot. Here again, Strohschneider gave more than full
measure. Working to make use of his excellent experience as
an observer, the directors of the school asked him if he would
be an instructor for the student-observers while at the same
59
 time taking his own classes as a student pilot. Strohschneider
agreed and did his usual first-class job. He was awarded his
Field Pilot's Badge on December 30, 1916, and was given
Austrian Pilot Certificate No. 596 on January 30, 1917.
After completion of his pilot's training, Strohschneider was
assigned to Fluggeschwader I (later Flik 101G) to serve as its
Chefpilot (Deputy Commander). The company was based at
Divacca airfield on the lsonzo front in northeast Italy, under
the command of Hauptmann Karl Sabeditsch. At this squadron,
Strohschneider mainly flew escort missions for the Flik's
bomber aircraft. He flew primarly the Hansa-Brandenburg D.I
"KD" fighter, and did so effectively if not with great style. Julius
Arigi, who flew with Strohschneider at Fluggeschwader I, said,
"He was not a particularly good KD pilot." This fact was also
evidenced by Strohschneider's crash on April 17, 1917, in KD
28.08. He did, nevertheless, provide superb protection for the
squadron's aircraft, in the course of which he scored his first
two confirmed victories, during June, 1917. For his service with
this squadron, Strohschneider was decorated with the Silver
Military Merit Medal with Swords and with his second award
of the Military Merit Cross, 3rd Class with War Decoration and
Swords, making him one of only 18 LFTofficers to receive this
award twice.
During August, 1917, Strohschneider was named Chefpilot
of Flik 42J, a pure fighter squadron based at Prosecco airfield
on the lsonzo front under the command of Hauptmann
Ladislaus Hary. The squadron was a truly fine one and con-
tained a relatively large proportion of Hungarian pilots. Here
Strohschneider would develop a friendship and flying associa-
tion with Leutnant in der Reserve Franz Graser which would
see them eventually score no fewer than seven victories
together.
As befits the Chefpilot of a fighter squadron, Strohschneider
opened his scoring with a double victory. On September 23,
in concert with Zugsfiihrer (Sergeant) Ferdinand Udvardy,
Strohschneider downed an Italian Savoia-Pomilio recon-
naissance two-seater and a SPAD fighter, both of which crashed
behind the Italian lines in the vicinity of Kostanjevica. Three
days later, Ernst Strohschneider became an ace when he shot
down another SPAD single-seater for his fifth confirmed aerial
victory.
On October 25, Strohschneider and Franz Graser scored their
first victory as a duo. Flying Albatros D.11I(Oef) fighters, they
attacked an Italian seaplane over Grado and sent it crashing
in flames into the Sdobba estuary. On November 15, 1917,
Strohschneider achieved double-ace status when he and
Graser, again flying Albatros D.11I (Oef) fighters, downed an
enemy single-seater near Meolo-Monastier di Treviso.
For his excellent service at Flik 42), Strohschneider was
awarded the Order of the Iron Cross, 3rd Class, with War
Decoration and Swords-a signiiicant honor.
On December 28, Strohschneider became the first reserve
officer ever to lead a flying company when he was named com-
manding officer of the newly-formed fighter squadron, Flik 61J.
The unit was based at Motta di Livensa airfield on the Piave
60
front, 25 miles northeast of Venice. Another new fighter
squadron, Flik 63J, was also based at this airfield. When Flik
63j's appointed CO, Hauptmann Karl Nikitsch, was injured in
a crash and could not assume his duties, Strohschneider was
asked to lead this squadron as well (in fact if not in title).
Under the leadership of Strohschneider, Flik 61J took on
many of the personal traits of its CO. It became a tough, ag-
gressive, and tireless flying company. Strohschneider and his
pilots did absolutely everything they could to hurt the enemy.
They flew aerial interception missions. They flew close support
missions, bombing and strafing enemy trenches and batteries.
They escorted and protected their own two-seaters. They at-
tacked enemy airfields and also enemy naval vessels in the
Adriatic Sea. They flew all manner of night flights.
Joining Strohschneider at Flik 61J was his close friend from
Flik 42), Franz Graser. Fittingly, their first victory at the new
squadron was scored together. On January 26, 1918, in the last
of the day's twilight at 1810 hrs., they attacked an enemy
seaplane and shot it down near Lagune Palude Maggiore.
Strohschneider's 15th and last victory was scored on March
16, 1918. Flying Albatros D.III (Oef) 153.119together with Franz
Graser, in Albatros D.11I(Oef) 153.106,he intercepted an Italian
Ansaldo SVA-5 high-speed reconnaissance single-seater near
Casonetti, 3 miles west of Cavazuccherina. After several firing
passes by the two Albatros fighters, the Italian aircraft dove
steeply and struck the ground in a somersaulting manner,
wrecking the aircraft.
On the night of March 20/21, after leading a flight of five air-
craft in a night attack against Italian positions near Zenson,
Strohschneider, flying Phonix D.I 228.36, crashed on landing
and was killed. The exact cause of the crash is unknown since
he had not been injured in combat and the landing lights at
Motta di Livensa were burning well. He was buried with all
honors. Posthumously, he was made one of the 25 LFTofficers
to receive the Knight's Cross of the Order of Leopold, with War
Decoration and Swords.
In his writings, ace Offizierstellvertreter (Deputy Officer)
Friedrich Hefty related that, during October, 1917, when he
received his first Gold Bravery medal, Ernst Strohschneider was
the only officer at Flik 42J who did not congratulate him.
When I visited Julius Arigi during October, 1977, he told me,
"The separation of officers and non-officers was a disruptive
thing. Many officers managed to avoid this and treated the
NCOs well. Of all the officers I flew with, Strohschneider was
the worst to the non-officers."
This elitism was an unfortunate "blind spot" in a service
career perhaps generally better exemplified by the following
excerpt from a report of the Stoluft (Staff Officer for the Air
Service) of the Army of the lsonzo, dated October 29, 1917, in
the midst of the Battle of Caporetto at which time Stroh-
schneider was temporarily in command of Flik 42J: "I speak
in commendation for his exemplary, clear-sighted leadership
of Flik 42J. In the air and on the ground, he has fully and com-
pletely fulfilled his duties. His service was in every respect
outstanding and excellent."
 Flik 61} personnel, Motta di Livensa, March, 1918. Strohschneider is sixth from the left. Fifth from the left is
Strohschneider's friend and flying partner, ace Franz Graser. Third from the right is "Leutnant" Otto
Schrimpf (5 victories, 4 of them confirmed). Note the "round-nose" Albatros fighter in the rear.
(Morath Photo via Meindl)

Strohschneider with his personally-marked Albatros D./1/ (Oef)

fighter (probable serial number 153.119), Flik 61/, Motta
Strohschneider in the cockpit of an early "round-nose" Albatros di Livensa, March, 1918. Note his personal marking,
0./// (Oef) series 153. fighter. Flik 61/, Motta di Livensa, 1918. the overall brown camouflage, and the squadron
Note the black triangular Oeffag company logo on the marking consisting of red wheel covers.
wood of the aircraft's nose. (Morath Photo via Meind/) (Morath Photo via Meindf)

Flik 61/, Motta di Livensa, March, 1918. The first aircraft is Strohschneider's Albatros D.l/1 (Oef) (probable serial 153.119)
and bears his personal heart marking. Note the telescopic sight mounted near the cockpit. The second aircraft is
Graser's Albatros D./1/ (Oef) (probable serial 153.106) and carries his owl marking. Note that virtually every
aircraft in the line-up bears the squadron marking of red wheel covers. (Morath Photo via Meind/)

61
"Hauptmann" Adolf Heyrowsky, CO Flik 19, 1917. From left to right, the medals
are: Order of the Iron Crown, 3rd Class, with War Decoration and Swords;
Military Merit Cross, 3rd Class, with War Decoration and Swords; Silver
Military Merit Medal; Bronze Military Merit Medal; Karl Troop Cross.
The three stars on the collar indicate a "Hauptmann", while the
balloon and basket indicates the Army Air Service. (Stach Photo)
 Albatros 8.1 24.06, Flik 12, Aisovizza airfield, lsonzo front, 1915. This was
Heyrowsky's Favorite aircraft during his time as CO of Flik 12
(August-October, 1915). Friedrich Hefty also flew this aircraft
frequently in late 1915. (Author's Photo)

ADOLF HEYROWSKY

Adolf Heyrowsky was one of the finest airmen the Dual
Monarchy ever produced. He was under arms for the entire
FirstWorld War, including almost continuous frontline service
for over three years. He performed an almost incredible variety
of duties and flew an enormous number of aircraft types. He
accumulated 12 confirmed aerial victories, almost incidentally
in the course of his busy service career. Eleven of his victories
came while flying two-seat aircraft, making him easily the
leading two-seater ace of the Austro-Hungarian Army Air Ser-
vice. He was wounded at least twice and was shot down three
times,twice in one two-day period. He was an all-around superb
officer, flier and leader.
Heyrowsky was born on February 18, 1882, in the town of
Murau in the region of Austria known as Styria. His father was
a gamekeeper. After graduating from the Infantry Military
Academyin Prague in 1902, Heyrowsky began active military
serviceas an Offizierstel/vertreter (Deputy Officer) with the 90th
Austro-Hungarian Infantry Regiment. His career progressed
well, with promotion to Leutnant (Second Lieutenant) coming
on May 1, 1904, and promotion to Oberleutnant (First Lieuten-
ant) coming on May 1, 1910.
During 1912, Heyrowsky volunteered for the Airship Section
of the Austro-Hungarian Army. He was accepted and im-
mediately assigned to pilot's training. Upon successful com-
pletion of his training, he was awarded the International Pilot's
CertificateNo. 59 on August 3, 1912. Seven months later, having
demonstrated excellent progress in his flying skills, he was
awardedthe coveted Feldpiloten-Abzeichens (Field Pilot Badge).
During the 1912 Army maneuvers in the Mako region of
southern Hungary, he participated as an aerial observer. He
was also in the 1913 maneuvers in Tabor, Bohemia (now
Czechoslovakia).
Heyrowsky was one of the best officers in the Airship Sec-
tion. He was an all-around good sportsman, excelling in fencing,
skiing, swimming, horse riding, and automobile driving. His
knowledge of aeronautics was deep and his expertise in motor
mechanics was excellent. He was, in general, all that could be
hoped for in an officer.
At the outbreak of war, Heyrowsky was assigned as a pilot
to Flik 2, stationed on the Serbian front in the Balkans. Here
the conditions were primitive and the enemy able and deter-
mined. The equipment was decidely outdated, consisting of
six old Lohner ?fei/flieger biplanes that had not been flown
since December, 1913. Official records noted these conditions
in this way, "It is without doubt to the merit of the Flik CO
that, with the allotted inferior quality flying machines, such
outstanding accomplishments could be made and, despite
various crashes, one or the other machine remained in service."
Right from the beginning of his Serbian front service,
Heyrowsky distinguished himself with unusual and courageous
actions. He became known for his numerous reconnaissance
missions deep into Serbian territory, often as far as 125 miles
behind the enemy lines. His reports from these missions were
of vital importance to the army's accomplishments.
During September, 1914, the Serbian Timok Division con-
structed a pontoon bridge across the Save river and threatened
to invade Austro-Hungarian territory in force. On September
13, 1914, Heyrowsky and his observer, Rittmeister (Cavalry Cap-
tain) Stefan Freiherr von Ankershofen, flew to attack the Ser-
bian bridge. At the time, the only bombs available were
equipped with time fuses. Realizing the exquisite coordination
required for his intended deed, Heyrowsky took matters into
his own hands. He grasped the control column of the aircraft
between his knees and, at the same time, lit the fuses of his
hand-held bombs. Steering the aircraft with his legs, he then
dove on the bridge while at the same time keeping an eye on
63
 the burning fuses of the bombs cradled in his two arms. By
the time he reached 600 feet of altitude, the fuses had burned
almost to nothing, so he quickly threw them at the Serbian
bridge one after another. Amazingly, the bombs actually struck
the target, destroying the center span! The resulting slowdown
of the Serbian thrust resulted in the eventual destruction of
most of the Timok Division.
The text of a commendation made for Heyrowsky at this time
in his career stated" ... he has distinguished himself in varied
brave deeds accomplished in the face of danger and death."
Continuing, the writer of the commendation made reference,
appropriately, to" ... the special character of his self-sacrifice
and courage ... " Heyrowsky was awarded the Bronze Military
Merit Medal.
In the middle of November, 1914, Heyrowsky was made the
commanding officer of the newly-established Flik 9, also sta-
tioned on the Serbian front. Here he continued his excellent
service, adding to it his talent for administration.
On February 22, 1915, Heyrowsky, flying in a two-seater with
observer Oberleutnant Oskar Safar, attacked and shot down
a Serbian observation balloon in the vicinity of Belgrade (today
the capital city of Yugoslavia). It was his first confirmed aerial
victory. Ten days later, he scored again with Safar as his
observer, downing another Serbian observation balloon, again
over Belgrade.
For his service with Flik 9, Heyrowsky was recognized in two
ways. First, he was promoted "out of turn" to Hauptmann (Cap-
tain) on January 1, 1915, a real distinction in the highly conser-
vative forces of the Dual Monarchy. Second, he was awarded
the Order of the Iron Crown, 3rd Class, with War Decoration;
a very high honor.
During August, 1915, Heyrowsky was named CO of the newly
established Flik 12, stationed on the lsonzo front. He remained
there until the end of 1915.
During January, 1916, Flik 19 was established, using the air-
field at Haidenschaft in the Wippach valley on the lsonzo front.
Heyrowsky was appointed to squadron's CO, and it was here
that he achieved his highest level of effective service. Under
his leadership, Flik 19 was to become perhaps the finest of all
the two-seater companies in the Austro-Hungarian Army Air
Service.
Heyrowsky was truly the guiding spirit of the squadron. As
its leader he functioned in all the ways one associates with the
very finest traditions of the frontline officer. He led by direc-
tion and example. He asked nothing of his men that he was
not prepared to do himself. He was a very able administrator,
caring for the needs of his men and never hesitating to "lock
horns" with his superior officers to fill these needs. In an in-
terview, the late Rittmeister August Raft Edler von Marwil, CO
of Flik 2 and a friend of Heyrowsky's, ~tated, "He was a strict
and rigorous officer while at the same time remaining unfail-
ingly just and fair." Such a man could not fail to bring out the
best in all the men serving with him.
If Heyrowsky were the play's "leading character," then one
cannot help but be impressed at the quality of his "supporting
players" at Flik 19. Among those serving under him were in-
cluded six aces (Benno Fiala, Stefan Fejes, Franz Rudorfer, Alex-
ander von Tahy, Ludwig Hautzmayer, and Josef Purer). Other
officers with Heyrowsky at Flik 19 were: Oberleutnant Ladislaus
Hauser (4 victories, holder of the Order of the Iron Crown, 3rd
Class and one of the only 18 men ever to receive two awards
of the Military Merit Cross, 3rd Class); Oberleutnant Oskar
Ziesberger (3 victories, one of only 25 officers to hold the
Knights Cross of the Order of Leopold); Leutnant Adalbert Abay
(2 victories); Oberleutnant Karl Eugen von Lang; Oberleutnant
Johann Mandi; Leutnant Johann Pappius; Oberleutnant Karl
Schiller. These last five officers were all holders of the Order
of the Iron Crown, 3rd Class. Among the other NCOs with
Heyrowsky at Flik 19 were: Stabsfe/dwebel (Staff Sergeant)
Stefan Huzjan (2 victories); Stabsfeldwebel Heinrich Mahner
(2 victories); Zugsfiihrer (Sergeant) Josef Schantl (2 victories);
Zugsfiihrer Julius Schmidt (2 victories). All four of these NCOs
64
held the Gold Bravery Medal, the highest possible award for
an NCO. Quite a supporting cast, indeed.
The range of activities engaged in by the fliers of Flik 19 ran
the full gamut of anything possible for a two-seater squadron,
including photo reconnaissance, artillery spotting, medium-
range bombing, ground attack in support of infantry, protec-
tive escort, interception, and so on.
The aircraft flown by Flik 19 consisted of a great variety of
Albatros and Hansa-Brandenburg two-seaters. Occasionally,
fighter aircraft were also flown. Heyrowsky spent parts of
February and March, 1917, undergoing training on the Hansa-
Brandenburg D.I (KD) fighter, but never flew one in combat.
By far, Heyrowsky's favorite aircraft was Hansa-Brandenburg
C.I 29.64. This aircraft, in which he scored a total of five con-
firmed victories, was flown unpainted most of its career, though
towards the end of 1917, its fuselage was camouflaged and one
red and two white bands were painted around the fuselage aft
of the cockpit as a squadron marking. A measure of
Heyrowsky's fondness for 29.64 can be found in the fact that
for the six months from April to September, 1917, it was the
only aircraft he flew operationally.
On May 4, 1916, Heyrowsky scored his first victory in 14
months when, flying Hansa-Brandenburg C.I. 61.55 with
Oberleutnant in der Reserve (Reserve First Lieutenant) Benno
Fiala as observer, he attacked the Italian airship "M4" over
Merna. Heyrowsky and Fiala had armed one gun of their air-
craft with 8mm Alder "B" ("Balloon") ammunition, explosive
rounds designed specifically for igniting lighter-than-air craft.
After firing 53 rounds at the airship, the Italian ship burst into
flames and crashed to the ground.
During the Fifth Battle of the lsonzo (March 9-18, 1916) and
the Sixth Battle of the lsonzo (August 6-17, 1916), Heyrowsky
rendered yet additional service to his emperor. Sensing the
need for such unusual action, he volunteered for infantry duty
in addition to his duties at Flik 19! His offer was accepted and
during both battles he served as the commander of the 16th
Field Company of the Austro-Hungarian Infantry Regiment No.
27. The energetic intervention of the troops under his command
was much of the reason that an Italian breakthrough at San
Michele during the Sixth Battle of the lsonzo was prevented.
The ground was not the only place where Heyrowsky was
active during the Sixth Battle of the lsonzo, for, during the 12
days of the battle, he flew numerous missions, becoming in-
volved in six air battles, scoring two victories and being shot
down twice! On August 9, 1916, flying Hansa-Brandenburg C.I
61.61on a reconnaissance mission, he was attacked by an Italian
Voisin, five Caudrons and three Nieuports. After a 45-minute
fire fight, his aircraft was so badly shot up that he had to make
a forced landing on friendly territory. After overnight repairs,
he was up in the same aircraft the next day, carrying out a
bombing mission. Over Gorizia, he was attacked by an Italian
Voisin and two Italian Nieuports. He shot down the Voisin near
Cormons. His own aircraft, again thoroughly riddled with
bullets, was so uncontrollable that he had to make another
forced landing, this time at the Austro-Hungarian airfield at
Aisovizza. Five days later, Heyrowsky became an ace. Flying
Fokker A.Ill (German designation E.111)serial 03.42, he down-
ed an Italian Voisin near Cormons, for his fifth confirmed aerial
victory. For his troubles, he received an escort of three angry
Italian Nieuport fighters which chased him most of the way
back to his airfield!
For his outstanding Air Service and infantry duties during the
Fifth and Sixth Battles of the lsonzo, Heyrowsky received the
Military Merit Cross, 3rd Class with War Decoration.
Starting in the middle of March, 1917, Flik 19 was assigned
to cooperate with the ground forces of the Austro-Hungarian
14th Infantry Division. The arrangement, as would be expected,
proved a felicitous one, with the fliers of the squadron able
to provide all manner of excellent support for the ground
troops. Despite heavy protective fire from the ground and ex-
tensive attempts at aerial interception by the enemy, the air-
craft of Flik 19 attacked with great success innumerable enemy
ground targets. This was particularly so during the times of
heaviest fighting, especially during the Tenth Battle of the
lsonzo (May 12-June 6, 1917), and the Eleventh Battle of the
lsonzo (August 18-September 15, 1917).
As would be expected, Adolf Heyrowsky did little sitting
around on the ground during these times of heavy action. Dur-
ing the Tenth Battle of the lsonzo, he flew frequently, engag-
ing in seven air combats and scoring two victories.
On May 15, 1917, flying in Hansa-Brandenburg C.I 29.64 with
Oberleutnant Ladislaus Hauser as observer, Heyrowsky turned
the tables on an intercepting Italian SPAD fighter and shot it
down near Merna for his ninth confirmed victory. On June 3,
again in the same aircraft with Hauser as observer, Heyrowsky
met the challenge of an attacking Italian Nieuport and sent it
down, crashing behind the enemy frontline positions near
Sober. According to the testimony of POWs, the Nieuport's
pilot perished in the crash. Thus he reached "double ace" status
with his tenth victory.
On June 26, 1917, Heyrowsky closed his personal scoring by
shooting down an Italian Nieuport and an Italian Caudron two-
seater, both over Sober. This "double" was fittingly enough
scored in Hansa-Brandenburg C.I 29.64, his favorite aircraft.
Heyrowsky's flying during the Eleventh Battle of the lsonzo
was limited to numerous unheralded, although potentially
lethal, army cooperation attacks on enemy trenches.
Heyrowsky participated fully in the Twelfth Battle of the
lsonzo (The Battle of Caporetto-October 24-November 7, 1917).
On his final flight during his battle, flying Hansa-Brandenburg
C.I 129.60with Oberleutnant Ladislaus Hauser as observer, he
was shot down by ground fire deep in enemy territory. Helped
bv the confusion of the raoidlv retreating Italian ground forces.
Hansa-Brandenburg C./ 29.64, Flik 19, Haidenschaft, lsanzo front,
1917. This aircraft was flown at Flik 19 by aces Josef Purer and
Ludwig Hautzmayer, but it was to Adolf Heyrowsky that this
aircraft "belonged." From April to September, 1917,
Heyrowsky flew no other aircraft. He scored his
last five victories in it, including a "double"
June 26, 1917. (Stach Photo)
Ghirano airfield, Piave front, January, 1918. The aircraft of Flik 19D
are in the foreground while the uncamouflaged Albatros fighters
of Flik 51J are in the background. The aircraft nearest the
camera is Adolf Heyrowsky's Favorite aircraft, Hansa-
Brandenburg C./ 29.64, late in its career. It has now
been partly camouflaged and the white-red-white
Flik 19D squadron marking has been applied to
the fuselage. (Morath Photo via Meind/)
Heyrowsky and Hauser were able to make their way back to
friendly forces after a two-day flight on foot.
For his superb service with Flik 19, Heyrowsky became one
of the small group of LFT officers to receive the Knight's Cross
of the Order of Leopold with War Decoration and Swords.
During October, 1917,Heyrowskywas appointed Stabsoffizier
der Luftstreitkrafte (Stoluft, or Staff Officer for Aviation) for the
Austro-Hungarian Second lsonzo Army. Considering
Heyrowsky's long standing difficulties with staff officers, one
can imagine his lack of enthusiasm for his new post. A soldier
to the core, he did his duty, and well.
During March, 1918, Heyrowsky was appointed liaison officer
to Ceneralleutnant (Lieutenant General) Ernst Wilhelm von
Hoeppner, the general in command of the German Army Air
Service. He varied his service in this posting by participating
as a flier in several bombing missions with German squadrons.
He flew with Bogohl 6 and Bogohl 2 to bomb Nancy, Amiens,
and Paris. He also flew with Riesenflugzeugabteilung 5 during
an attack on Dover, England.
When Austria-Hungary mounted her last great offensive in
the Battle of the Piave (June 15-June 25, 1918), Heyrowsky hur-
ried back from Germany to do his part. During the battle, he
was in charge of the coordination of the efforts of the infantry
cooperation fliers and the needs of the ground troops being
supported. At the end of this battle, he returned to Germany
and was there when the war ended.
Adolf Heyrowsky served as an Oberst (Colonel) in the Ger-
man Luftwaffe during World War Two. Just prior to his pro-
motion to General-Major (Major-General) during 1945, he
passed away. He was 63 years old.
Fokker A.Ill (German designation E./11)serial 03.42. In this German-
built "Eindecker", on August 15, 1916, Heyrowsky downed an
Italian Voisin for his only victory scored in a fighter aircraft.
Ludwig Hautzmayer had scored a victory in this aircraft six
days before Heyrowsky. The aircraft is painted gray-green
overall. (Haubner Photo via Stach)
65
Kurt Gruber, shown with the rank of "Stabsfeldwebel", Flik 60}, 1918. The medal
at the far left is the Cold Bravery Medal. The metal band across its ribbon
indicates a second award. (Vagi Photo)
 Gruber in the cockpit of an Albatros 0./// (Oef) fighter, Flik 41/, Sesana,
October 5, 1917. Note the unsynchronized machine gun mounted to
fire to the left of the propeller arc. (D'Ami Photo)
KURT GRUBER
When he died, the entire Army Air Service mourned, for there
had perhaps not been a more beloved pilot in its ranks. The
kindness and gentleness mirrored in his soft, bright eyes,
however, belied the facets of him that made him a scourge to
the enemies of his Emperor. He was a gifted pilot who com-
bined his talents for flying with large measures of ag-
gressivenessand tenacity. When the final ingredient of extra-
ordinary courage was added to the blend, Kurt Gruber became
a formidable foe of the first magnitude.
He was born in 1896, in the Austrian city of Linz, the son of
a teacher who would eventually become the town's Burger-
meister (Mayor). Much of Gruber's formal schooling was
obtained in Sachsen-Altenburg, Germany, where he studied
to be an engineer. With the outbreak of war in 1914, he joined
the Austro-Hungarian Army and, eventually, volunteered for
the Airship Detachment. He was accepted and, because of his
background in technical matters, was assigned to a pilot's train-
ing course. He completed this without difficulty.
Gruber's initial combat assignment came in mid-August, 1915,
when he was assigned to Flik 1 on the Russian front. This
squadron,one of the Army Air Service's best, was commanded
by Hauptmann (Captain) Otto Jindra, a superb officer and
leader.The Flik was a general service unit and, like most other
such squadrons, particularly in Russia, was mainly involved in
the various forms of aerial reconnaissance. The aircraft flown
by Flik 1 consisted of a variety of two-seater types. The person-
nel of the squadron were first-rate, including, besides Jindra
and Gruber himself, aces Godwin Brumowski, Benno Fiala, and
Karl Kaszala.At Flik 1, Kurt Gruber was in truly distinguished
company.
Gruber soon established a fine reputation as a pilot, and the
squadron's officer-observers became eager to fly with him. On
September10, 1915,he was promoted toZugsfiihrer (Sergeant).
During January, 1916, he also received a significant decoration,
the Silver Bravery Medal, 1st Class.
On April 14, 1916,Gruber scored his first victory. At 0630 hrs.,
flying Knoller-Albatros 8.1 22.30 with Hauptmann Egon Hervay
von Kirchberg as observer, he engaged in a dogfight with a Rus-
sian Morane-Saulnier Parasol and shot it down into no-man's
land near Bojan. According to the testimony of reliable spies,
the Russian crew escaped with injuries.
Eighteen days later, Gruber scored again. At 0945 hrs. on the
morning of May 2, 1915, flying Knoller-Albatros 8.1 22.30 along
with observer Oberleutnant (First Lieutenant) Godwin
Brumowski, he intercepted another French-built Morane-
Saulnier Parasol flown by a Russian crew. Both Gruber and
Brumowski fired at the Russian aircraft, but it was the fire from
Gruber's machine gun which eventually sent the foe crashing
behind the Russian lines near Lysskowcy. On this occasion,
spies reported that the Russian crew members were severely
injured.
Five weeks later, when Gruber scored again, he made history.
Late on the evening of June 6, 1916, flying Knoller-Albatros 8.1
22.30, he engaged another Russian Morane-Saulnier Parasol and
eventually, by skillful flying and accurate use of the forward-
firing machine gun, forced the enemy aircraft to make an
emergency landing behind its own lines near Dolcok. What
made the victory exceptional was the fact that he had flown
this mission without an observer. It marked the first time that
an Austro-Hungarian pilot on the Russian front had scored a
victory flying alone.
For his outstanding service at Flik 1, Gruber received special
recognition. During 1916, he received a second award of the
Silver Bravery Medal, 1st Class. He also received an even higher
decoration when the Dual Monarchy's highest award for a non-
officer, the Gold Bravery Medal, was bestowed on him. On June
67
 1, 1916, Gruber was promoted, out-of-turn, to Feldwebel
(Sergeant Major). Ten weeks later, on August 11, he was again
promoted out-of-turn, this time to Stabsfeldwebel (Staff
Sergeant)! Promotions out-of-turn were quite a rare
phenomenon in the ultra-conservative Austro-Hungarian Army.
For this to happen twice to the same individual, and within a
ten-week period of time, was almost unbelievable.
In mid-December, 1916, Gruber was transferred to the Army
Air Service Arsenal where, for the next five months, he was kept
busy flying and evaluating aircraft submitted for Arsenal
acceptance.
During the middle of May, 1917, Gruber was assigned as a
fighter pilot to the LFT's first pure fighter squadron, Flik 41),
which was stationed at Sesana airfield on the lsonzo front in
northeastern Italy. The squadron CO, Hauptmann Godwin
Brumowski, was one of Gruber's former observers at Flik 1; he
would eventually become Austria-Hungary's Ace of Aces. The
unit was equipped with the speedy but treacherous Hansa-
Brandenburg D.I "KD" fighter, whose unfavorable tendencies
would cost Gruber dearly. On May 21, 1917, while flying KD
28.14 at low altitude over Sesanaairfield, he suddenly spun into
the ground. Though he survived the crash, it would be late-
September before he was capable of resuming combat flying.
When Gruber returned to combat, he came back with a
vengeance. He flew with such dedication and intensity that,
before he left Flik 41J in December, 1917, he had earned a sec-
ond award of the Gold Bravery Medal.
On September 29, 1917, almost certainly flying an Albatros
D.11I (Oef) fighter, Gruber tangled with an Italian Nieuport
fighter and quickly shot it down behind enemy lines near Cor-
mons. Ten days later, he became an ace. Presumably flying an
Albatros fighter, he attacked an Italian observation balloon in
the area of Isola Morosini, near the Sdobba estuary. As the
balloon's crew baled out of their basket and saved themselves
with their parachutes, Gruber's machine gun fire exploded the
balloon in a fireball, lighting up the evening sky. Victory
number five!
On December 23, 1917, Gruber was officially assigned to the
new fighter squadron that was being put into service at Grigno
airfield, located in the Val Sugana 60 miles north-northwest of
Venice. The new unit was designated Flik 60J and was under
the command of one of Gruber's old squadron mates from Flik
41J,Ober/eutnant Frank Linke-Crawford. Linke was a gifted pilot
and a first-rate leader and human being, and so naturally, he
and Gruber got along famously. The airfield at Grigno was a
bit of an adventure. It was too small and was tucked in
precariously close to a sheer, rocky mountainside. After the
slightest rainfall it flooded-and it wasn't even flat. Fortunately,
there was more to the squadron than its terrible airfield! Besides
Linke and Gruber, other solid pilots formed Flik 60j's nucleus
of personnel, including future ace Karl Teichmann and
Zugsfiihrer Albin Heidi, both of whom would win the Gold
Bravery Medal during their eight months with the squadron.
The aircraft flown by these pilots was the Phonix D.I fighter,
68
a sturdy, dependable aircraft that more than made up for its
less-than-average maneuverability with ruggedness and an
ability to absorb punishment-priceless virtues when operating
over forbidding mountainous terrain. Each of the Phonix
fighters of Flik 60Jhad a black band painted around its fuselage
just behind the cockpit. On this band was painted in white the
initial of the last name of the pilot who usually flew the air-
craft. Gruber was to score a total of five victories in Phonix D.I
228.24, bearing the "G" monogram on its sides.
Fittingly, the scoring for Flik 60J was opened with a double
victory. On January 10, 1918, Linke, flying Phonix D.I 228.16,
and Gruber, flying 228.24, encountered a flight of enemy
fighters over Valstagna. In a ferocious dogfight, Linke and
Gruber combined to shoot down two of the enemy, both of
which crashed just behind enemy lines. The victories were
Linke's 14th and 15th and Gruber's 7th and 8th.
Later the same month, on January 27, again flying his favorite
Phonix fighter, Gruber encountered what he described as a
"Sopwith single-seater" (probably a Hanriot HD-1 fighter). After
a somewhat prolonged fight over Valstagna, he shot down the
Italian fighter behind the enemy lines. Intercepted radio traffic
of the Italian 20th Army Corps indicated that the enemy pilot,
Sergente (Sergeant) Giarmino of the 78th Squadron, had crash-
ed near San Nazarino, demolishing his aircraft and sustaining
severe injuries.
On February 1, Gruber downed a Nieuport fighter near Vat-
taro, south of Col Moschin for his ninth confirmed victory.
Twenty-five days later he reached double ace status. Flying
Phonix D.I 228.24, he intercepted an Italian "Sopwith" (almost
certainly a Hanriot HD-1), and with a burst of extraordinarily
accurate machine gun fire, shot it down north of Monte Nuova
for his tenth confirmed aerial victory.
During the early spring of 1918, Gruber was accorded a great
honor when he was awarded the Gold Bravery Medal for the
third time, becoming one of only six NCOs in the Army Air
Service to receive such an honor. On April 1, 1918, he was pro-
moted to Offizierstellvertreter (Deputy Officer), the highest of
the NCO ranks. Interestingly, on multiple occasions during his
service with Flik 41Jand Flik 60J,Gruber was nominated by his
commanding officers for a battlefield commission to officer
status. It almost goes without saying that, in the strictly-stratified
forces of the Dual Monarchy, these nominations just faded
away in the hierarchy.
Gruber died on April 4, 1918. He had taken off in Phonix D.I
228.24 with three other fighters from Flik 60J. As the Austro-
Hungarian flight neared Primolano, they were surprised by two
flights of "Sopwith single-seaters." Gruber shot down one of
the enemy fighters, but, almost immediately afterwards, his
Phonix was raked by enemy bullets and its wings collapsed.
He was buried with all honors in the cemetery at Feltre, April
6, 1918.
Posthumously, Kurt Gruber was awarded the Gold Bravery
Medal for the fourth time, joining only Julius Arigi in this
distinction.
Flik 41/, Sesana airfield, 1917. Five aces are present in this photo: far left, with binoculars, Ernst Strohschneider (visitor
from Flik 42/); sixth from left, in light trousers, Frank Linke-Crawford; center, directly behind dog, Godwin
Brumowski; fifth from right, Karl Kaszala; third from right, Kurt Gruber. The aircraft at the right is
Brumowski's Albatros 0./1/ (Oef) 153.06. (Wolfan Photo via Meind/)

Gruber with Albatros 0./1/ (Oef) 53.60, Flik 41/, Sesana, late summer,
1917.Note the aircraft's camouflage and Gruber's personal
marking. Note also the wooden hangars and the rolling
character of this portion of the Yugoslavian
coastal plain. (O'Ami Photo)
Phdnix 0.1 fighters of Flik 60/, Grigno airfield, February, 1918. The
second aircraft is Gruber's favorite, serial 228.24, marked with a
"G." The "H" on the next aircraft signifies "ZugsfiJhrer" Albin
Heidi. Note the closeness and ruggedness of the surrounding
terrain. (Kostrba Photo)

Gruber's funeral procession, Feltre airfield, 6 April, 1918. Note the

relatively large size and flatness of the airfield. The town of Feltre
is in the far background. (Author's Photo)

69
"Leutnant in der Reserve" Franz Rudorfer, Flik 51}, September 1918. His Field Pilot
Badge is below his right breast pocket. The medals, from left to right, are: Order
of the Iron Crown, 3rd Class, with War Decoration and Swords; Military Merit
Cross, 3rd Class, with War Decoration and Swords; Bronze Military Merit
Medal; Silver Bravery Medal, 1st Class; Karl Troop Cross. (Meindl Photo)
 Ghirano airfield photographed from a British reconnaissance aircraft
March 12, 1918. The tent hangers of Flik 51/ are on the left, while
those of Flik 190 are on the right. Note the six Albatros 0./11
(Oef) fighters lined up on the left, only one of which
is camouflaged. (D'Ami Photo)

FRANZ RUDORFER

FranzRudorfer was an aggressive, intrepid and boyishly good-
looking airman who was both a superb pilot and an excellent
observer.Perhaps more than any other of the Dual Monarchy's
aces,he deserves the title "The Ace of O.J.T. (On-the-Job Train-
ing)"! Although he finished the war with 13 victories, he never
attended any formal training courses, preferring to follow his
own regime of aggressively pursuing whatever training he could
get from whatever sources were available, meanwhile con-
tinuing his official full-time duties. He was awarded his pilot's
certificate two months after the war ended!
Rudorfer was born in Vienna on July 29, 1897. With the com-
ing of war, he volunteered for military service. After comple-
tion of his basic training at the Reserve-Officers School he was
assignedto the Austro-Hungarian Infantry Regiment No. 59,
one of the finest infantry units in the armed forces of the Dual
Monarchy. His service was sufficient to earn him promotion
to the rank of Leutnant in der Reserve (Reserve Second Lieu-
tenant) in August, 1916, and the award of the Silver Bravery
Medal, 1st Class on September 11.
During May, 1917, he volunteered for the Army Air Service,
which was happy to accept him. He was sent to the Officers
Flight School ("Flosch") at Wiener-Neustadt for training as an
officer-observer. Upon completion of his courses at the Flosch
he was assigned to Flik 19, perhaps the finest of all the two-
seater squadrons in the LFT.
At the time Rudorfer reported for active duty during July,
1917,Flik 19 was stationed at Haidenschaft airfield in the Wip-
pachValley on the lsonzo front in northeastern Italy under the
command of the outstanding Hauptmann (Captain) Adolf
Heyrowsky (12 victories).
An idea of the caliber of the personnel at Flik 19 during July,
1917can be gotten from the fact that, in addition to Heyrowsky,
there were four other aces at the Flik at the time: Stefan Fejes
(16 victories); Alexander Tahy (8 victories); Ludwig Hautzmayer
(7 victories); and Josef Purer (7 victories).
Flik 19 flew a variety of two-seaters, mostly the various Hansa-
Brandenburg C.I series. The range of duties that the men of
Flik 19 were called upon to perform covered an extremely broad
spectrum, ranging from observation and photo reconnaissance
to medium-range bombing and infantry contact missions.
Rudorfer excelled in the varied duties of the officer-observer
virtually from the day of his arrival at the squadron. He quickly
became well known for the high quality of his reconnaissance
work and particularly for the clarity and informativeness of his
observation reports. He also carried out numerous ground at-
tack missions, assaulting enemy troops and their positions with
machine gun fire and bombs. During the 11th Battle of the
lsonzo (August 18-September 15, 1917), Rudorfer had extraor-
dinary success with numerous observation flights during which
he kept in radio contact with the Austro-Hungarian ground
forces. These missions were ~articularly effective when used
to direct artillery fire, especially that of the batteries of the
Austro-Hungarian 24th Army Corps.
Rudorfer scored his first victory November 15, 1917, while
flying in a two-seater with pilot Zugsfi.ihrer (Sergeant) Josef
Schantl. They attacked an Italian observation balloon northwest
of Carbonera and, despite heavy ground fire, shot it down in
flames.
After the massive Austro-Hungarian breakthrough at Caporet-
to in late 1917, Flik 19 moved from Haidenschaft airfield to
Ghirano airfield located about 30 miles north northeast of
Venice, just east of the Livensa River. The front line was now
called the Piave front.
It is not known when the idea of being a pilot first occurred
to Rudorfer, but it is known that once the notion took hold,
he was not about to let it go. While assiduously continuing

71
 his extensive responsibilities as an officer-observer, he wasted
no time grasping any opportunity to teach himself the skills
of a pilot. The cooperation of his talented comrades at Flik 19
contributed much to the success of his efforts. It was a joyous
day in April, 1918, when he was transferred to Flik 51Jas a pilot
and shortly thereafter given the coveted Feldpiloten-Abzeichen
(Field Pilot Badge).
Flik 51J had been the third all-fighter unit formed in the LFT
when founded in July, 1917. Like Flik 19, it was stationed at
Ghirano airfield during April, 1918, and it too was an elite unit.
At the time of Rudorfer's arrival, there were four other aces
at Flik 51J. Squadron CO Benno Fiala, Stefan Fejes, and Lud-
wig Hautzmayer all had flown together with Rudorfer at Flik
19. Eugen Bonsch (16 victories) was new to him, however.
The aircraft flown by the crack outfit were the equally fine
Albatros D.11I(Oef) fighters of series 153. and, somewhat later,
series 253. as well.
Rudorfer opened his scoring at Flik 51Jsoon after his transfer
there. On April 17, 1918, he downed an Italian SAML recon-
naissance aircraft over Monte Grappa. He scored this victory
in what was to become his favorite aircraft, Albatros D.11I(Oef)
153.141. He would eventually score six victories in this fighter,
five of them confirmed.
On May 1, 1918, flying Albatros D.11I(Oef) 153.141, Rudorfer
scored a double victory. Flying with three other pilots from his
squadron, he encountered a flight of seven Sopwith Camels
in the vicinity of Bacca Callalta. The Austro-Hungarians im-
mediately attacked and, in the ensuing melee, Rudorfer
managed to shoot down one Camel over Cimadolmo. Later in
the day, still in his favorite aircraft, he spotted an Italian obser-
vation balloon being operated near San Biaggio. He immediate-
ly initiated a fast, daring attack despite intense anti-aircraft fire
which repeatedly holed his Albatros. He pressed the attack
lower and lower, firing repeated bursts from both guns. When
he reached an altitude of 600 feet, the balloon suddenly ex-
ploded and fell to earth.
Shortly after noon on June 6, 1918, Rudorfer became an ace.
Again in Albatros D.11I(Oef) 153.141,he downed an Italian SPAD
72
over enemy territory in the vicinity of Salettuol-Roncadelle. Con-
firmation by troops of the Austro-Hungarian Field Artillery
Brigade No. 29 gave Rudorfer his fifth confirmed victory. Later
the same day, he downed a Camel in the area of operations
of the Austro-Hungarian Infantry Division No. 33, but no con-
firmation was forthcoming. Perhaps the late hour of the com-
bat (1900 hours) caused the lack of visual confirmation.
Rudorfer's other non-confirmed victory (a two-seater on
September 11, 1918)also occurred at a similarly late hour (1930
hours).
Some of Rudorfer's best flying was reserved for the last great
battle on the Italian front, the Battle of Vittorio Veneto, Oc-
tober 24-November 3, 1918. During this battle, the flying units
of the LFT faced overwhelming odds of men and aircraft. Fly-
ing at all during this time, much less flying successfully, took
more than a little fortitude. On October 24, 1918,flying Albatros
D.11I(Oef) 253.124, Rudorfer attacked and exploded an enemy
observation balloon at Breda di Piave. On the 27th, he finished
his scoring for the war by downing two Camels over the Island
of Papadopoli, a large island in the middle of the Piave River.
These victories gave him a total of 13 (11 confirmed), of which
12 had been scored during the six months since he had joined
Flik 51J. Of his 11 confirmed victories, seven were fighter air-
craft, including five Sopwith Camels.
For his service with Flik 51), Rudorfer was awarded the
Military Merit Cross, 3rd Class with War Decoration and
Swords, and also the Order of the Iron Crown, 3rd Class with
War Decoration and Swords. He also also promoted to active
Oberleutnant (First Lieutenant) two days before the war end-
ed. Perhaps the greatest honor bestowed on Franz Rudorfer
was when Benno Fiala left Flik 51J during September, 1918;at
that time he was made the commanding officer of this superb
squadron.
He received Austrian Pilot's Certificate No. 2647, December
30, 1918!
On November 13, 1919, Franz Rudorfer died of unknown
causes.
"Leutnant in der Reserve" Franz Rudorfer, as officer-observer with
Flik 19, Haidenschaft airfield, autumn, 1917. The aircraft behind
him is a Hansa-Brandenburg C./. The photo is signed
Rudorfer with his Favorite aircraft, Albatros D.l/1 (Oef) 153.141, Flik
"F. Rudorfer Lt." (Kriegsarchiv Photo)
51/, Chirano, summer, 1918. In this aircraft he scored six victories
(five confirmed). Note the two-toned center of the personal
marking, one of the variations on the basic theme of the
six-pointed star used for individual aircraft identification
at Flik 51}. (Krzyzan Photo via Stair)

73
"Ober/eutnant" Friedrich Navratil, CO Flik 3/, 1918. The two stars on his collar
indicate his rank, while the balloon and basket denote the Army Air Service.
As was customary, Navratil's medals are arranged with the most significant
at the left end of the row, with the decorations becoming progressively
less important as one goes toward the right. Also customary was the
placing of the awards of foreign nations at the far right, as in this
case the Prussian Iron Cross, 2nd Class, is placed to the right of
the least significant Austro-Hungarian decoration. (Vagi Photo)
 Pilots of Flik 41}, Portobuffole airfield, spring 1918. Navratil is second
from the right while, on his right, stands Godwin Brumowski, the
Flik CO and the Dual Monarchy's Ace of Aces. The pilot on
Navratil's left is "Feldwebel" Josef Novak. Note the Field
Pilot Badge below the right breast pocket of each man.
(O'Ami Photo)

FRIEDRICH NAVRATIL

Friedrich Navratil excelled in all things military. He was a
superb soldier and leader. He served the Dual Monarchy in
the front lines virtually continuously from August, 1914, until
November, 1918, taking time out only for aviator's training and
for the healing of four separate severe wounds. When finally
given the chance to be a fighter pilot, he not only successfully
comanded a fighter squadron, but also achieved "double ace"
status, scoring ten victories in less than five months!
He was born of Croatian parents on July 19, 1893, in the city
of Sarajevo, in what is today Yugoslavia. After completing his
basic schooling, Navratil attended the Infantry Cadet School
Libenau. By the time war broke out in 1914, he was an active
Leutnant (Second Lieutenant) with the Bosnian-Herzegovinan
Infantry Regiment Nr. 1, one of the finest infantry units in the
Austro-Hungarian Army. Even in the polygenetic forces of the
Dual Monarchy, the Bosnian-Herzegovinan troops were
decidedly unusual. While containing a fair representation of
Roman Catholic and Greek Orthodox troops, the units were
mainly Mohammedan in composition. The chaplains for these
units consisted of an unusual mixture of Roman Catholic and
Greek Orthodox priests, and, mainly, Mohammedan Mullahs.
(TheMohammedan troops were so good they earned the sobri-
quet the "Bosniaken. '1 The Bosnian-Herzegovinan troops were
ferocious fighters, excelling in close quarters combat, superb
in the use of daggers and trench spades. Of all the forces the
Italiansfaced, they feared the Bosnian-Herzegovinan troops the
most. To complete the picture of individual character, instead
of the usually infantry caps, these troops wore the fez.
Freidrich Navratil, together with his regiment, took part in
the first offensive against Serbia. On August 21, 1914, he was
shot through the lung in fighting near Kobila Glava. After heal-
ing of this wound, he returned to the fighting and participated
in the second offensive against Serbia. He was again severely
wounded on December 8, 1914. He survived but required some
time for recuperation. After mending, he and his regiment were
assigned in June, 1915, to the Italian front where they par-
ticipated in the Second Battle of the lsonzo Uuly 17-August 3,
1915).
For his splendid service, Navratil was awarded the Military
Merit Cross, 3rd Class, with War Decoration and Swords, and
also the Bronze Military Merit Medal with Swords. An even
greater honor was bestowed on him when, on July 1, 1915, he
was promoted out-of-turn to Ober/eutnant (First Lieutenant).
Promotions out-of-turn were a decided exception in the Austro-
Hungarian Army.
The next year or so would see Navratil in a variety of
geographical settings. In October, 1915, he and his regiment
participated in the third campaign against Serbia which resulted
in the conquest of Serbia by the forces of Emperor Franz Josef.
A few months later, his unit was part of the army that defeated
the kingdom of Montenegro. May, 1916, saw Navratil's return
to Italy, where his regiment participated in the first offensive
mounted by Austria-Hungary in the south Tyrol. In August,
Navratil moved to the lsonzo front where his regiment took
part in the Sixth Battle of the lsonzo (Battle of Gorizia) August
6-17, 1916. In all this fighting, Navratil's function was CO of a
machine gun section, and, later, CO of his company. He con-
tinued in this role when his regiment was transferred to the
Romanian front in the autumn of 1916. On December 30, 1916,
he was severely wounded for the third time but once again
survived.
In recognition of his exemplary service, in 1916, Navratil was
awarded the Order of the Iron Crown, 3rd Class, with War
Decoration and Swords. He also received two awards of the
Silver Military Merit Medal with Swords. On October 31, he
was recommended for a second promotion out-of-turn, this

75
 time to Hauptmann (Captain), an almost unheard of honor. The
recommendation was not acted upon, however.
His service evaluation was an outstanding one, reading in
part: "a very energetic, capable, almost daring officer, who,
under all conditions, by his swift comprehension of the situa-
tion, is unfailingly effective ... an outstanding patrol leader
who knows his men well and who, by his personal example,
inspires them to achieve."
During the spring of 1917, no doubt somewhat tired of
ground fighting, Navratil volunteered for the Army Air Service.
He was accepted in May, 1917, and assigned to the "Flosch"
(Officers Flight School) in Wiener-Neustadt. After completion
of training, he was assigned on July 12, as an officer-observer
to Flik 13, stationed in Galicia on the Russian front. His service
with this squadron was effective but somewhat low-keyed.
On October 19, Navratil was transferred to Flik 11, also
operating in Galicia. Because of the winding down of hostilities
in the East, he made only two operational flights with Flik 11,
which certainly contributed to his decision to apply for pilot
training. His application was accepted and during mid-
November, 1917, he was assigned to the Flieger-Ersatztruppe
for pilot training. On January 28, 1918, he was awarded the
Austrian Pilot Certificate Nr. 990. Following this, he was
assigned to the Field Flying School at Campoformido airfield
in northern Italy, where he received training as a fighter pilot.
Upon completion of his training, he was assigned on March
4, 1918, to one of the first-class fighter squadrons of the LFT,
Flik 41J.
Flik 41Jwas an all-fighter squadron based at Portobuffole air-
field in the area of operations of the Army of the lsonzo. The
unit's CO was Hauptmann Godwin Brumowski, the LFT's
highest-scoring fighter pilot and an excellent administrator as
well. Navratil's skills as a pilot and as a leader certainly prof-
ited from exposure to Brumowski's influence, particularly at
this point in his career. At Flik 41), he flew the series 153. of
the German-designed Albatros D.11Ifighter, license-built by the
Oeffag firm in Wiener-Neustadt.
Navratil's only victory at Flik 41J was fittingly scored in con-
cert with Godwin Brumowski. On April 17, 1918, flying Albatros
D.III (Oef) 153.157, together with Brumowski in Albatros D.III
(Oef) 153.45, he attacked a formation of seven enemy aircraft
which was attempting to intercept the two-seater they were
escorting. Navratil and Brumowski dispersed the enemy for-
mation and sent a Sopwith Camel crashing onto enemy ter-
ritory near Arcade. As well as Navratil's first confirmed victory,
the Camel also was Brumowski's 31st.
On June 9, Navratil was appointed CO of Flik 3J,a pure fighter
squadron based at Romagnano airfield in the south Tyrol, about
five miles south of Trento. The aircraft flown by the squadron
were first-class, consisting initially of the series 153. of the
Albatros D.I11 (Oef) fighter and later the series 253. as well.
Essentially, every aircraft at the squadron had its personal mark-
ing, and Navratil's were no exception. His two favorite Albatros
fighters were marked in this way: 253.116 had a large red heart
on each side of the fuselage, pierced by a long white arrow;
253.06 had a cross patee centered in a white diamond with white
dots outside the diamond at each of its four corners. The per-
sonnel of the Flik had a decidedly Polish flavor. The deputy
commander, Oberleutnant Franz Peter (6 victories), lived and
worked in Poland from late-1918 on. Oberleutnant in der
Reserve Stefan Stec (3 victories) was an important figure in post-
war aviation in Poland. Oberleutnant in der Reserve Stanislav
von Tomicki was also of Polish background.
Navratil opened his scoring at Flik 3J on June 28, 1918 when,
flying Albatros D.I11(Oef) 153.198,he intecepted a flight of three
Italian SPADS and shot down one between the front lines in
the area of Zugna-Ospedaletto.
On July 16, Navratil, flying Albatros D.I11(Oef) 253.06,together
with Stefan Stec, Franz Peter, and Stabsfeldwebel (Staff
Sergeant) Otto Forster, intercepted four Italian Hanriot fighters
of the 72nd Fighter Squadron and defeated three of them. One
Hanriot was destroyed and two others were forced to land in
76
the Val del Concei. For this action, Navratil received credit for
his third and fourth confirmed victories.
Seven days later, Navratil became an ace. Flying an Albatros
in the area of Monte Pasubio and the Val di Chiese, he in-
tercepted two F.2b fighters of Number 139 Squadron of the
British Royal Air Force. He drove off one of the two-seaters.
The other, serial number C.4759, was shot down in flames over
the train station at Matarello for his fifth victory. The British
crew, pilot Lieutenant W. L. Vorster and observer Sergeant
H. G. Frow, were buried with full military honors by the per-
sonnel of Flik 3J.
The month of August, 1918, would prove to be a banner one
for Navratil, who would score five more victories during the
month, all while flying Albatros D.III (Oef) 253.06.
On August 5, he shot down an Italian SIA 7b two-seater of
the 121st Reconnaissance Squadron near his own airfield at
Romagnano. Five days later, he intercepted an Ansaldo SVA-5
single-seat reconnaissance biplane and its escort of two fighters.
He scattered the small formation and downed one of the
fighters which somersaulted and crashed in a ravine near
Monte Pasubio. On August 16, 1918, Navratil intercepted a for-
mation of four Bristol Fighters of 139 Squadron, RAF, which
were returning from a bombing attack on Trento. Bristol D.8069
was shot down in flames in the vicinity of Trento. The two crew
members, pilot Lieutenant C. R. H. Jackson and observer Lieute-
nant W. Keepin, were buried with full military honors. Seven
days later, another Bristol Fighter (serial D.7966)of 139 Squadron
was defeated by Navratil, who repeatedly holed its engine and
forced the crew to land their relatively undamaged aircraft on
the airfield at Gardolo. Both the Bristol's pilot, Lieutenant C.E.
Gill, and its observer, Lieutenant T. Newey, were captured
unharmed.
The day of August 31, 1918, was one of both triumph and
tragedy for Navratil and the men of Flik 3J. On that morning,
Navratil and Stefan Stec led a fight of six Albatros fighters across
the front lines. Over Pergine, Navratil and Stec spotted what
they identified as a Bristol Fighter and dove to attack it, with
Navratil eventually downing the aircraft for his tenth confirmed
victory. The other four members of the flight (Oberleutnant
in der Reserve Josef Purer in Albatros D.III (Oef) 153.234, Leut-
nant in der Reserve Stanislav von Tomicki in Albatros D.I11(Oef)
153.173, Leutnant in der Reserve Jaroslav Kubelik in Albatros
D.III (Oef) 153.271,and Stabsfeldwebel Otto Forster in Albatros
D.III (Oef) 253.03) were grossly inexperienced in fighter flying
and became separated from Navratil and Stec as soon as they
turned to attack the enemy two-seater. In very short order, all
four pilots were bounced by a flight of Sopwith Camels from
45 Squadron, RAF, and were shot down. Otto Forster was
wounded and taken POW, while the other three pilots were
killed. Navratil and Stec, unable to locate the four pilots,
assumed they had flown back to Romagnano airfield and so
returned there themselves. Upon landing, they were greeted
by the news that Forster, Kubelik, Purer and Tomicki were all
missing.
The loss was devastating to the morale of the Flik and to
Navratil in particular. Although officially thought to be
blameless, Navratil was far too conscientious a leader to have
this enormous loss not affect him. His records list only one
operational flight against the enemy in September and October
of 1918.
On October 21, 1918, while flying Albatros D.I11 (Oef) 253.06
on a test flight, the pilot's seat of the aircraft broke, causing
Navratil to make a heavy forced landing on his own airfield.
The aircraft was wrecked and Navratil was again severely in-
jured. He was still recuperating when the war ended.
After the war, Navratil joined the Yugoslavian Air Force and
made it his career, eventually rising to the rank of General. In
1941, after the German conquest, he served as Minister of
Defense of the autonomous Croatian state under the leader-
ship of Ante Pavelic. Politically, Navratil was quite moderate
in his views and this led him to be outraged at such acts of
his government as the persecution of the Serbs in Croatia.
Because of his stance, he quickly fell from favor with the fascist for "war crimes" and sentenced him to death. The order of
leadership and was soon replaced. When the war ended, the court was carried out in 1946.
however, a "people's court" under the Tito regime tried Navratil

Albatros fighters of Flik 3/, Cardo/a airfield, April, 1918. In the aircraft on the right, serial 153.198, Navratil scored Flik 3/'s first victory ever
when he downed a SPAO on June 28, 1918. (Author's Photo)

avratil landing at Romagnano airfield in Albatros 0./1/ (Oef) 253.116, summer, 1918. (Selinger Photo)

77
 "Oberleutnant" Friedrich Navratil in the cockpit of Albatros 0.1// (Oef) 253.116, Flik 3/ at Romagnano airfield, summer, 1918. Note the heavily-
sworled dark green camouflage paint and the fixed signal pistol. A portion of Navrati/'s signature is visible at the lower right. (D'Ami Photo)

Flik 3/, Romagnano, summer, 1918. Navratil's Albatros 0./I/ (Oef) 253.116 is at the far right. Second from the
right is Albatros 0.1/J (Oef) 253.117, flown by "Oberleutnant in der Reserve" Stefan Stec, and marked with
a horizontal white "S". Note the mixture of wooden and canvas hangars and the ruggedness of the
surrounding terrain. (Selinger Photo)

78
Albatros 0./1/ (Oef) 253.06, Flik 3/, Romagnano. This photo was possibly taken after Navratil's crash landing on October 21, 1918. He scored all
five of his victories in August, 1918, while flying this aircraft. (Selinger Photo)

79
"Hauptmann" Raoul Stojsavljevic, "The Iron Stoj". The single decoration visible is
the Knight's Cross of the Order of Leopold with War Decoration and Swords,
one of only 25 awarded in the entire Army Air Service. (Stach Photo)
 Captured Italian Farman, serial M.F.857, is shown to its captured pilot
and observer. This victory, scored July 4, 1916, while flying together
in Hansa-Brandenburg C.I 64.14, was the first victory for both Raoul
Stojsavljevic and Josef Friedrich. ("Leipziger 11/ustrierte" Photo)

RAOUL STOJSAVLJEVIC

Raoul Stojsavljevic was one of the outstanding personalities
in the armed forces of the Dual Monarchy. He was a superb
leader and administrator and an inspiration to all those who
served with him. He was brilliantly talented and innovative, and
was indefatigable in bringing these qualities to bear on every
situation in which he found himself. His service was a joy to
his Emperor, who responded with a plethora of the highest
decorations. His determination and courage, particularly in the
face of tremendous adversities, were legend in the Army Air
Service. It was not for nothing that Raoul Stojsavljevic earned
the sobriquet "The Iron Stoj".
He was born July 28, 1887, in Innsbruck, Austria, the home-
town of his mother. His father was of Croatian background,
descended from a long line of military officers who had
distinguished themselves in border conflicts with the Turkish
Empire.
On August 8, 1908, Stojsavljevic graduated from the Maria
TheresaMilitary Academy in Wiener-Neustadt, the Dual Monar-
chy's equivalent of West Point or Sandhurst. He was appointed
a Leutnant (Second Lieutenant) and assigned to the Feldjager-
Bataillon Nr. 21, a crack infantry unit with special proficiency
in mountain combat. He was a ski enthusiast and eventually,
in addition to his other duties, became a ski instructor as well.
Stojsavljevic's interest in all things new prompted his transfer
in 1913to the Airship Section (the Army Air Corps' first designa-
tion). He embarked on a course of pilot's training in Wiener-
Neustadt, which he completed successfully, earning Austrian
Pilot Certificate 114 on July 2, 1913. On May 1, 1913, he was
promoted to Oberleutnant (First Lieutenant). Later the same
year, on October 14, Stojsavljevic made something of a name
for himself in aviation circles by taking part, as a passenger,
in the first flight made by an Austro-Hungarian aircraft over
the Alps. The two-seater, flown by Oberleutnant Elsner, traveled
the distance from Vienna to Gorz (today Gorizia, Italy) in three
hours.
With the outbreak of war in 1914, Stojsavljevic traveled to
the eastern Galicia portion of the Russian front together with
his squadron, Flik 1. With this unit he distinguished himself
by making numerous reconnaissance missions far behind the
enemy lines. For his accomplishments, he was awarded the
Bronze Military Merit Medal.
At the end of November, 1914, Stojsavljevic was assigned to
Flik 13 as its Chefpilot (Deputy Commander). In this new
posting, he again excelled at first-class reconnaissance flying.
On February 16, 1915, on his 49th operational flight, he and
his observer, Leutnant Johannes Reichel, encountered a heavy
snowstorm and were forced to make an emergency landing in
Russian territory. Although they were less than 300 yards from
a Russian divisional command station, they were able to set
fire to their aircraft and destroy it before their captors could
intervene. They remained prisoners for six days and then made
their escape. For the next four months, Stojsavljevic and Reichel
were forced to live as hunted animals. They led a strange and
varied existence, mostly in an assortment of hiding places in
the city of Lemberg (today Lwow, U.S.S.R.),including some time
spent in a convent for cloistered nuns! The fall of Lemberg to
Austro-Hungarian forces on June 22, 1915, meant rescue for the
two fugitives. For his fine service at Flik 13, he was awarded
the Military Merit Cross, 3rd Class, with War Decoration, as
well as the Prussian Iron Cross, 2nd Class.
In late summer, 1915, Stojsavljevic was assigned to Flik 17 on
the south-Tyrolean portion of the Italian front, mainly for the
purpose of familiarizing himself with the new Lloyd two-seaters.
On September 1, he was promoted to Hauptmann (Captain).
The middle of September saw Stojsavljevic's assignment to
Flik 16, and December brought his appointment as the
81
 squadron's CO. Flik 16 was stationed at Villach airfield in the
southeastern corner of present-day Austria, approximately 70
miles due north of Trieste. The primary duty assignment of the
unit was reconnaissance of the Carinthian portion of the front.
As CO, Stojsavljevic was now able to bring to bear the full force
of his enormous energy, skills and technical knowledge. In
short order, Flik 16 became one of the very best flying com-
panies in the entire Army Air Service.
Joining Stojsavljevic at Flik 16 during January, 1916, was Leut-
nant in der Reserve Josef Friedrich, assigned to the unit as an
officer-observer. Stojsavljevic and Freidrich soon developed a
great liking for one another, which later resulted in their com-
bining together to form one of the truly great two-seater crews
in the LFT.Their feelings of mutual admiration and respect led
to superb communication between them, a priceless commodi-
ty in a two-seater crew. The results of this were combat pro-
ductivity and aerial victories.
Stojsavljevic and Friedrich opened their scoring on July 4,
1916. Flying Hansa-Brandenburg C.I 64.14 spotting for their own
artillery, they were attacked by two Italian Farman two-seaters.
They placed several bullets through the fuel tank of Farman
serial M.F. 857, and forced its pilot to land on Austro-Hungarian
territory. The Farman and its crew were both captured intact.
Friedrich and Stojsavljevic scored later the same month and
again the following month. On September 1, 1916, ·Friedrich
was unavailable and so Stojsavljevic flew with another observer
in his two-seater. Encountering an Italian Farman recon-
naissance aircraft, he immediately attacked and, after a ten-
minute dogfight, shot it down into the Val Dogna for his fourth
confirmed victory.
Towards the end of 1916, Stojsavljevic decided to add to his
already rather full bag of tricks and requested training to ac-
quire the skills of a fighter pilot. This resulted in his receiving
a two-month posting to Flik 34 starting in February, 1917. Here
he learned to fly the speedy but treacherous Hansa-
Brandenburg D.I ("KD") fighter. While with Flik 34, he became
an ace. On February 13, flying KD serial 65.68, he attacked a
Farman two-seater south of Kostanjevica on the Doberdo
Plateau and shot it down into no-man's-land for his fifth con-
firmed aerial victory. During this time with Flik 34, he paid an
additional price for his knowledge of the "star-strutter" fighter
when its inherent intransigence caused him to crash on the
airfield at Zaule, near Trieste. He suffered an injury to his knee
which was not enough to force his separation from the LFT but
which was one he would painfully remember for the rest of
his life.
Stojsavljevic's fighter pilot skills were given additional honing
in May, 1917, when he was assigned for a short time to Ger-
man Jasta 6 on the Cambrai portion of the western front, to
expose him to German methods and strategies.
Upon his return to Flik 16, Stojsavljevic decided to add fur-
ther to his already broad scope of activities. He took a captured
Italian reconnaissance camera and installed it in the body of
Hansa-Brandenburg KD 28.30. He then used this combination
to pioneer the art of high-speed reconnaissance photography
using speedy single-seat aircraft. Consistent with his aggressive,
zestful nature, Stojsavljevic continued to perform all his other
duties at the same time, at his usual fever pitch and with his
usual success. One measure of his effectiveness was aerial
victories.
On July 14, flying KD serial 28.30, Stojsavljevic attacked an
Italian Farman two-seater in the area of Monte Crete-Monte
Cullar and sent it crashing in flames behind the enemy lines.
Nine days later, again in a KD fighter, he downed another Italian
Farman which was confirmed by Austro-Hungarian artillery as
his eighth victory.
On September 7, flying in a KD fighter in the area of Monte
Skarnitz, Stojsavljevic encountered an Italian SAML two-seater
from the 113th Reconnaissance Squadron. After a short com-
bat, Stojsavljevic shot the enemy aircraft down behind the
Italian lines, killing the crew, pilot Tenente (First Lieutenant)
82
lnncocenzo Paroli and observer Tenente Livio Palazzi.
On November 21, Stojsavljevic closed his scoring and
achieved "double ace" status. Probably flying an Albatros D.III
(Oef), possibly serial 153.66, he attacked an SAML recon-
naissance two-seater near his own airfield at Feltre and shot
it down in flames for his tenth, and final, confirmed victory.
On January 12, 1918, Stojsavljevic was flying a reconnaissance
mission in Hansa-Brandenburg C.I 68.07 when he was attacked
by a flight of enemy aircraft. He tried to escape and eventually
managed to do so, but not before his aircraft had been badly
shot-up.No less of concern was the fact that he had one femur
(thigh bone) shattered by an enemy bullet. Fighting severe pain
and the faintness secondary to blood loss, he managed barely
to clear the front lines and make a forced landing in the Val
Stizzone.
After surviving complicated surgery, no mean feat in the pre-
antibiotic era, Stojsavljevic recovered but found that his greatest
task was still ahead. His surgeons had informed him that the
best he could possibly do would be to hobble across a room,
possibly without the aid of a walking stick. Stojsavljevic
responded to the challenge and, by a tremendous exercise of
will and determination, achieved virtually complete rehabilita-
tion by October, 1918. He reported for duty and was given
almost immediately the assignment of commanding the Of-
ficers Flight School in Wiener-Neustadt. He was there when
the war ended.
A final comment on the quality of the service rendered by
Raoul Stojsavljevic is made by noting this splendid quartet of
awards given to him for his achievements at Flik 16: the Prus-
sian Iron Cross, 1st Class; the Order of the Iron Crown, 3rd
Class with War Decoration; the Knight's Cross of the Order
of Leopold with War Decoration and Swords (one of only 25
received by LFT personnel) and the Gold Bravery Medal for Of-
ficers (one of only 9 awarded in the entire Army Air Service).
After the war, many of Stojsavljevic's Croatian friends, in-
cluding Genera/major Uzelac, tried to influence him to join the
air force of the new Yugoslavian state. Stojsavljevic declined,
took up Austrian citizenship, and joined the Austrian Flieger-
truppe. Somewhat later, he served in a unit of the Flug-Polizei
in Fischamend. He retired from military service in 1921.
His next venture was to purchase an aircraft and operate it
commercially on the Vienna-Budapest route. He also trained
two Norwegians to fly and they shared the piloting chores with
him. In addition, he made his plane commercially available for
film making. The business soon ended, however, when the
Allied Entente Commission forbade him use of the aircraft.
For a short time he once again became an active military of-
ficer, serving as staff captain in an Alpenjager regiment. In this
post he contributed significantly by carrying out a substantial
amount of ground work in preparation for the establishment
of an air force for the Austrian Republic.
In 1925, his old injuries bothered him enough to make him
leave the military permanently. He turned his efforts towards
the establishment of an airport in Innsbruck which he saw to
completion, serving also as its first director.
!n 1927, Stojsavljevic's innovativeness led him to pioneer a
new type of service in Europe-high-altitude transport flights.
These flights were used generally to supply relatively remote
and inaccessible mountain habitations. On such a flight, he
crashed and was again injured, but recovered.
In 1928, Stojsavljevic joined OLAG, the largest commercial
airline in Austria, and soon established a reputation as one of
its best and most dependable pilots.
In the end, Raoul Stojsavljevic died a flyer's death. On
September 2, 1930, while flying alone without passengers on
the Innsbruck-Zurich route, he fell victim to every pilot's
nemesis-thick fog. In the terrible visibility, he crashed his
Junkers F-13 aircraft into a mountainside near Partenkirchen,
Bavaria, and was killed.
He was buried in Innsbruck with all possible honors.
 Stojsavljevic in German-built Hansa-Brandenburg 0.1 ("KO") 65.68,
Flik 34, February, 1917. Note the square patch of lighter wood
below the cockpit. This marks where a cross patee and its
white field were scraped off. Pilots felt the cross and
field offered too good an aiming point in
aerial combat' (Peter Photo via Stach)

Raoul Stojsavljevic, Flik 16 at Cail Valley on the Carinthian front,

early 1916. The aircraft is a German-made Fokker 0.1 (Austro-
Hungarian designation "8./11"), serial 04.15. Note the
awkward mounting of the non-synchronized
machine gun and the gun sight on the front
cabane strut. (Masajdek Photo via Meind/)

Stojsavljevic with Hansa-Brandenburg 0.1 "KO" 28.30, Flik 16, Villach

airfield, August 14, 1917. He did just about everything in this air-
craft, including pioneering the use of single-seat fighters for
high speed photo-reconnaissance. Note the angled machine
gun mounting to avoid shooting off the propeller. The
extensive cutting away of the machine gun's jacket
helped with cooling. The red fuselage band was
Stojsavljevic's personal marking. (Grosz Photo)

Stojsavljevic in the cockpit of "KO" 28.30. Two of his innovations

show clearly: the curved gun rail, on which the machine gun
could be lowered to clear jams, and the large windscreen.
Note the round padding on the machine gun's handle
and also the gun sight on the front cabane strut.
(Masajdek Photo via Meindl)

83
"Linienschiffsleutnant" Gottfried "Freiherr" von Banfield. The small white cross
towards the bottom of the photograph is the Knight's Cross of the Military
Order of Maria Theresa, Austria-Hungary's highest honor. No other airman
of the Hapsburg Monarchy received this award. (Banfield Photo via Kostrba)
 French-built Donnet-Leveque, "k.u.k. Kriegsmarine" aircraft No. 10, at
Pola Air Station in 1913. Note the aircraft's number on the rudder.
Note the red and white areas of the rudder and the red-painted
fin. The gentleman in the background wearing the leather
jacket is probably Banfield. (Stach Photo)

GOTTFRIED BANFIELD

While in Vienna during October, 1977, the author called
Gottfried Banfield's home in Trieste to arrange a possible visit.
He encountered a "stone wall" in the form of a house staff
which spoke and understood only Italian; while he was con-
versantonly in German and English. He knew no other phone
numbersand didn't even know the name of Banfield's business.
On his third day of calling, God took pity on a fool and arranged
for a German-speaking visitor to be there. The visitor gave the
author Baron Banfield's business phone number and stated that
he was sure the author knew that the Baron was at the office
every day. Of course, why should the author not think that,
he thought; the man is only 87 years old!
When the author contacted Banfield at his shipping company,
he introduced himself in his less-than-classic German. Banfield
replied in perfect English that he recalled the author's letters
to him and that he would enjoy a visit. As it turned out, the
only day the author could see him, he would be traveling by
train to Vienna. The author decided to push his luck, and asked
if the Baron would be up to spending an hour or so with him
on the day in question, after a taxing 250-mile train ride. He
answered that he would meet the author at his hotel about
thirty minutes after his train arrived in Vienna!
At his hotel at the appointed time, Banfield appeared across
the room from the author, looking as fresh and as crisp as a
new banknote. They talked for a while, then moved on to Ban-
field's favorite restaurant, where he continued to answer an
unending barrage of questions about Austro-Hungarian avia-
tion personalities, aircraft, camouflage, and so on. After eight
hoursof this intense conversation they left the restaurant (After
all, they did close at 3 a.m.). As they walked back to Banfield's
hotel, the author, a former athlete, had great difficulty keep-
ing pace with the purposeful stride of the 87-year-old
gentleman. "Yes," the author thought as Banfield walked and
he trotted up the street, "Gottfried Banfield always was and
still is an extraordinary and remarkable human being!"
He was born February 6, 1890, in Castelnuovo, on the Gulf
of Cattaro (today Boka Kotorska, Yugoslavia). His father was
a career naval office in the Austro-Hungarian Navy. The author
had heard from several sources that Banfield's remote ancestors
were among the nobility of Ireland, and Banfield confirmed
this. He attended the military secondary school in St. Polten
(today Austria), and in 1905, passed the difficult entrance ex-
amination for the Austro-Hungarian Naval Academy in Fiume
(today Rijeka, Yugoslavia). Upon graduation on June 17, 1909,
he was accepted into the Naval Officers Corps and on July 1,
1909, was granted the rank of Seekadett (Naval Cadet). Service
and training courses on various ships of the k.u.k. Kriegsmarine
(Imperial and Royal Austro-Hungarian Navy) led to his even-
tual promotion to Fregattenleutnant (Naval Lieutenant) on May
1, 1912. A month later he was assigned to pilot's training in
Wiener-Neustadt. He demonstrated marked proficiency and
was able to fly quite well within four weeks. It was not until
August 15, 1912, however, that he received his international cer-
tificate and Austrian certificate No. 67. By order of his superiors,
he remained in Wiener-Neustadt for military pilot training. On
October 8, he was named "Feldpilot" (Field Pilot) and was
awarded the Feldpilotabzeichen (Field Pilot's badge).
During October, 1912, Banfield and Linienschiffsleutnant
(Lieutenant Commander) Wosecek were ordered to Paris to test
fly the new Leveque-designed flying boat produced by the Don-
net company. If satisfied, they were to purchase two for the
Kriegsmarine. During the test flying, an incident occurred that
was related by Banfield: "As you know, the testing of the fly-
ing boats was done right on the Seine River. I had misgivings
about this because of the many bridges that cross the river.
Sure enough, on one flight my lift-off was not good. As I
85
 skimmed along just above the water, a bridge came into view.
I applied full power, but with the closeness of the bridge, I
realized that continued application of full power would allow
me to rise high enough to smash squarely into the bridge!
Therefore, I throttled back and dipped down enough so that
I flew safely under the bridge and soon landed. I thought little
of it until I was shown the next day's newspapers with huge
headlines 'Austrian Dare-Devil Flies Under Seine Bridge'!" At
any rate, two Donnet-Leveque boats were purchased with spare
engines.
During November, 1912, Banfield reported to the Naval Air
Station which had been established on Santa Catarina island
in the area of Pola, at the tip of the lstrian peninsula (today
Pula, Yugoslavia). It was decided that, for naval pilots, training
was required in addition to the regular pilot certificate train-
ing. Banfield passed his testing at Pola in February, 1913. He
later was awarded the Seaplane Pilot Certificate No. 4 by the
Austrian Aero Club.
On March 28, 1913, Archduke Franz Ferdinand traveled by
yacht to Pola to inspect the fleet. Banfield and Linienschiffs/eut-
nant Wosecek flew out to meet the Archduke and demonstrate
the flying boats. Shortly after flying over the yacht, Banfield's
aircraft experienced engine failure. During the ensuing forced-
landing, the aircraft suffered structural failure in its bow,
resulting in a severely complex injury to the bones and soft
tissues of Banfield's right calf. He was rescued and taken to
the naval hospital at Pola where the work of superb surgeons
saved his right foot from amputation. The immediate care and
the convalescence at Pola took 12 months, followed by addi-
tional rehabilitation at Baden, near Vienna.
Following the assassination of Archduke Franz Ferdinand and
his wife on June 28, 1914, Banfield reported to Pola. On July
20, three seaplanes were assigned to the three ships of the Se-
cond Battleship Division. Banfield was assigned to SMS Zrinyi
along with Lohner flying boat E.21. Four days later, the ships
reached the Gulf of Cattaro and the planes were then flown
to Kumbor. When war was declared between Austria-Hungary
and Montenegro on August 8, the three aircraft were placed
in immediate use for reconnaissance and artillery spotting for
the guns of the fleet. During October, night bombing attacks
were carried out on several occasions.
From November, 1914, until the Italian declaration of war on
Austria-Hungary in May, 1915, Banfield was based at Pola, test
flying new aircraft as well as conducting pilot training.
With Italy's entry into the war, the northern Adriatic now
assumed major importance-an importance that would only
grow stronger as the war progressed. During June, 1915, Ban-
field established a naval air station at Trieste and in February,
1916, was named its commanding officer, a post he would hold
until the war's end. Trieste was a strategically-placed base, only
18 miles from the important Italian base at Grado and less than
70 miles due east of Venice. Trieste also was quite close to the
rivers along which the front lines of the ground fighting tended
to be oriented, lying 10 miles from the mouth of the lsonzo
river and 60 miles from the mouth of the Piave river. The result
of this was the involvement of the aircraft and fliers of the
Trieste Air Station in fighting of high intensity and almost in-
credible variety-involving land planes, flying boats, long-range
bombers, all manner of warships, and all types of various mis-
sions flown in support of the infantry. Trieste was an extreme-
ly exciting, interesting and d_angerous place to be.
During this action, Banfield scored many aerial victories.
Because of the extreme variety of circumstances surrounding
the combats, confirmation of victories was often difficult. (The
author feels that, although a total of at least 20 victories may
have been achieved, documentation exists to confirm only nine.
The "variety of circumstances" will, he believes, speak for itself
as the story continues.)
Banfield's first victory was scored June 27, 1915, while flying
Lohner L.47, a two-seat flying boat with the pilot and observer
seated side-by-side. His observer was Seekadett Heribert Strobl
Edler von Ravelsberg. While on a reconnaissance mission near
86
the mouth of the lsonzo River, they spotted an Italian obser-
vation balloon which they attacked and put out of action with
approximately 500 rounds of machine gun fire into the balloon's
envelope.
One day later, Banfield and Strobl, again in L.47, attacked a
group of artillery emplacements and dropped a SO-kilogram
bomb on what must have been an ammunition storage area,
as evidenced by the large number of explosions and fires which
suddenly erupted. On their way home, they encountered an
Italian steamer which they promptly bombed and sank.
On September 1, 1915, Banfield and Strobl, now flying Lohner
L.46, had what might be described as a "full day at the office."
They encountered and attacked a "Curtiss-type" flying boat in
the area of the mouth of the Primero River. By means of ex-
tremely accurate machine gun fire, they forced the aircraft
down east of Grado. They next encountered and attacked an
Italian Macchi Type-L flying boat, forcing it into the water out-
side Grado. After approximately 15 minutes, the Macchi crew
managed to restart its engine and the boat again took off and
climbed to 3,500 feet to resume the fight with Banfield's L.46.
After a long gun duel, the Macchi had eventually absorbed so
much punishment that it was forced to make an emergency
landing in the inner harbor of Grado. Banfield and Strobl then
attacked another flying boat near Mula di Muggia, and, with
the rest of their machine gun ammunition, forced it down in
the lagoon of Grado. Because of the completely expended am-
munition and dwindling fuel supply, Banfield turned L.46 back
towards Trieste. Before they arrived, however, they were
attacked by another enemy flying boat which they barely
managed to fend off with gunfire from a carbine and two
pistols! Their flight of three hours had involved five air fights
with four different enemy aircraft.
The day of April 5, 1916, saw the first operational sortie of
Banfield's Lohner L.16. This was a Lohner Type E, specially
modified for his use, including a fixed, forward-firing machine
gun bolted to the top of the hull just in front of the cockpit.
L.16 and Banfield would prove a deadly and effective combat
team.
On April 17, Banfield scored a "double" but received credit
for neither. He took off in L.16 in pursuit of a group of enemy
flying boats that had bombed Trieste. He caught up with one
over Grado and laced it with bullets, forcing it into a steep,
spiraling descent, out of control. The second flying boat was
attacked 30 minutes later over Golametto, with similar results.
On May 1, Banfield was promoted to the rank of Linienschiff-
sleutnant (Lieutenant Commander).
An exceptional event occurred the night of May 21-22. A
group of aircraft from the Trieste Air Base were returning from
a bombing attack on the railway station at Portogruaro when
Lohner L. 120 (pilot Fregattenleutnant Paul Soupper; observer
Stabselektrowarter Alexander Rappensberger) was forced to
make an emergency landing near the Tagliamento estuary. Ban-
field, flying Lohner L.97 with observer Fliegermaat (Flight petty
officer) August Poszpech, noted the red flare from L.120 in-
dicating a forced landing. He located the downed aircraft with
some difficulty. He ordered the crew of L.120 to hole their hull
and set the aircraft on fire. They then swan to L.97 and were
taken aboard. The subsequent takeoff of L.97 was hampered
by a balky engine and difficulties with lift-off due to the now-
increased weight and the fairly sizable swells in the water. This
was made all the more interesting by the rapid approach of
two Italian torpedo boats! Take off was effected just in time
and L.97 returned safely to Trieste.
On the evening of June 23, 1916, Banfield, in L.16, attacked
a French FBA Type "C" flying boat over the Gulf of Trieste. After
a short battle, the FBA dove down and landed on the water.
The observer had been killed with bullets through the head
and heart, but the pilot, Enseigne de Vaisseau de Premiere
Classe (Ensign First Class) Andre Victor Vaugeois, was un-
harmed and immediately began to taxi on the surface in the
direction of the Italian base at Grado. Banfield attacked and,
with approximately 100 shots, put the FBA's engine out of ac-
tion. Vaugeois then manned the observer's machine gun and
beganfiring at Banfield, who was forced to attack again and
silencethe machine gun. With his boat lying dead in the water,
Vaugeoisthen surrendered. The FBA and Vaugeois were then
towed to Trieste harbor by the Austro-Hungarian motorboat
Primula. Examination of the captured aircraft demonstrated
over 120 bullet holes in its various parts. The boat was an FBA
type "C" although it is often called an "FBA 12" because of
the large white "12" painted on its bow. Its serial number was
"No. 94," as so well illustrated by an on-the-spot pastel draw-
ing by 0. Alexander displayed in the War History Museum in
Vienna.After minor treatment of superficial neck wounds, the
French pilot was invited to share dinner with Banfield, who
toasted his bravery and tenacity.
The very next day, Banfield, again in L.16, downed another
FBAType "C" flying boat over the Gulf of Trieste. The aircraft
crashed approximately two miles from Grado, where it was
reachedby Italian motor boats which towed it back to Grado.
Banfield's next victory came on August 1, 1916. In L.16, he
intercepted a large formation of three-engined Caproni
bombers on their way to attack Fiume. He attacked a total of
four of these giants. The last Caproni, serial C. 1228, was
attackedover Fiume harbor. After 300 rounds of machine gun
fire from L.16,the bomber began to oscillate with its left motor
smoking. It then spiraled down to crash-land on the parade
grounds of Volosca, near Fiume. Due to totally expended fuel
and ammunition, Banfield landed in Fiume harbor. The fleet
CO, Admiral Haus, heard of Banfield's exploits and ordered
him to stop at Pola on his way back to Trieste. As Banfield
passedover the ships at Pola, he could see large numbers of
sailors lining the rails of the ships, cheering and waving at
him-a thrill indeed!
Five days later, again flying L.16, Banfield downed another
Caproni bomber, this time in concert with Lohner L.99 (pilot
Seefahnrich Ludwig Gerber, observer Stabselektrowarter Max
Obendorfer). They attacked Caproni Ca. 1134 over Miramare
at approximately 9,000 feet. The defensive fire of the bomber
soon punctured the radiator of L.99. This caused the motor to
overheat and seize, requiring a long glide down to a forced
landing in Trieste harbor. Banfield now pressed his attack and
soonseverelywounded the pilot, Sottotenente (Second Lieute-
nant)Valentino Zanini, and silenced two of the aircraft's three
engines.Banfield's gun now jammed, but this was soon cleared
and the attack continued. After its third engine was silenced,
the Caproni went into a steep dive and crashed into a house
southeast of Sistiana. Pilot Zanini was killed, but co-pilot
Sergente(Sergeant)Mario Borghi and observer Sergente Biagio
Manieri escaped with non-fatal wounds.
On August 15, 1916, flying L.16, Banfield scored his only con-
firmed double victory when, in quick succession, he shot down
two FBAType "H" flying boats into the Gulf of Trieste. The serial
number of one of the boats was "No. 308," and its pilot was
the CO of French Navy fliers on the lsonzo Front, Enseigne de
Vaisseau(Lieutenant, jg) Baron Jean Roulier.
On October 13, Banfield shot down an Italian Farman two-
seaterover the Sdobba estuary. What makes this victory notable
is that it was scored in the new Hansa-Brandenburg "CC."
single-seatfighter boat. This was designed by Ernst Heinkel of
the Hansa-Brandenburg firm in Germany. It was a very fast
biplane flying boat with the interplane struts aligned in "star-
strutter" configuration. The designs of this German firm were
freelyavailableto the Dual Monarchy mainly because the owner
of Hansa-Brandenburg,Camillo Castiglioni, was also the owner
of the UFAG firm in Budapest and the Phonix firm in Vienna.
Theaircraft designation, "CC," was merely Castiglioni's initials
and was painted in white letters on the sides of the hull. This
aircraft's designation was later changed to A.12, since it was
the 12th Naval aircraft of the "A" category (A=Abwehr=
protection, i.e., the fighter aircraft of the Navy). The series A.12
through A.49 consisted of basically similar aircraft, with A.45
an exception since it was a triplane.
On October 31, Banfield attacked a Caproni bomber over
Basovizza, flying Albatros fighter boat A.3. He was joined in
the attack by a "Brandenburg aircraft" piloted by Hauptmann
(Captain) Viktor Schunzel, CO of Flik 28. The Caproni was even-
tually forced to make an emergency landing in a marsh near
Golametto. While Schunzel received mention in the k.u.k. Army
Report of November 1, 1916, no official mention of Banfield's
part in the victory exists.
With busy army airfields like Prosecco and Sesana located
within five to ten miles of Trieste, visits of the personnel of these
bases were not infrequent events. As also would be expected,
combined air attacks with Austro-Hungarian Army aircraft were
not unusual. An example of this occurred December 3, when
Banfield, flying A.12 (formerly "CC"), attacked Caproni bomber
Ca. 1233 between Duttuole and Sesana. He was joined in this
successful attack by an aircraft of Flik 28 piloted by Zugsfi..ihrer
(Sergeant) Karl Cislaghi, and by Hansa-Brandenburg D.I ("KD")
65.53, flown by Oberleutnant Godwin Brumowski of Flik 12.
New Year's Day, 1917,would prove a memorable day for Ban-
field. In his own words: "Since I always have been a devout
Catholic, I would never fight on Easter Sunday, Christmas Day,
or the Feast of the Circumcision (January 1st). January 1, 1917,
was a beautiful day, and I decided to take a pleasure flight in
my A.12 flying boat. About 30 minutes later while flying along
enjoying myself, I suddenly realized that I was being attacked
by an Italian Nieuport. I was really angry that this pilot was ruin-
ing my lovely pleasure flight. I turned to meet his attack with
the thought that I would teach this pilot not to ruin my good
time! It was obvious right away that he was extraordinarily
skillful. We went around and around and around for almost
an hour, with neither able to attain any advantage. At the end
of this time, almost by unstated understanding, we broke off
the fight. As the Italian headed west and I headed southeast,
we passed quite close to one another. Almost at the same time
I noticed both the black horse painted on the aircraft and the
fact that he was waving a salute to me! I gladly returned the
salute, feeling honored to have fought him. I knew it was
Baracca." (Francesco Baracca at the time of his death, June 19,
1918, had 34 confirmed victories and was truly Italy's Ace of
Aces.)
A victory on May 31, 1917, was of greather than average
significance. Banfield attacked an Italian flying boat at 2230
hours over Miramare and shot it down. It crash landed near
the mouth of the Primero River and lay there until 0700 the next
morning, when Italian motorboats towed the shot-up aircraft
back to Grado. This marked the first night victory by any flier
of the Austro-Hungarian armed forces. It also was Banfield's
first victory scored while flying A.11. This was a unique aircraft
designed specifically for Banfield by Dip/. Ing. Josef Micki and
built at the Oeffag factory in Wiener-Neustadt. It was available
October 18, 1916, but Banfield continued to fly mainly A.12
("CC") until March, 1917. Initially in natural finish, Banfield later
had it painted all blue to aid in camouflage. It is commonly
referred to as the "Blue Bird," but, according to Banfield, at
the time it was usually called the "Blue Wonder." Banfield
scored a second night victory August 8, 1917, this time down-
ing a Caproni bomber, but it was not confirmed.
This is not to say that aircraft were the only things that in-
terested Banfield at night. Shortly after midnight on May 16,
1918, Banfield received word that two Italian motorboats were
headed for Trieste. After requesting the harbor searchlight sta-
tions to shine their lights out across the water, he took off in
A.11 and soon encountered the motorboats. He attacked im-
mediately in a series of strafing runs flying barely 20 feet above
the surface. One boat was so damaged that it soon lay drifting,
dead in the water. On his third firing pass, the tables turned
and a burst of phosphorous bullets struck the A.11, shattering
Banfield's left tibia (shin bone) and severing his aircraft's con-
trol column. Banfield limped back to Trieste, steering with one
hand holding the unbroken part of the steering column and
using the other hand to try to slow the blood loss from his left
leg. He barely landed in the civilian harbor at Trieste and passed
out from shock. A month in the hospital and he was ready to
87
 fly again!
Banfield remained in command of the Trieste Naval Air Sta-
tion until the war's end. His final tally of operational flights
against the enemy was over 400, an enormous number.
While his flying was indeed remarkable, his qualities as a
human being were noteworthy as well. Julius Arigi (32 victories)
had this to say: "Banfield, from my own experience and from
what I've heard from others, was strictly a first-class person.
As opposed to many officers who made life difficult for those
under their command, particularly non-officers, Banfield treated
all his personnel on a one-to-one basis, with honesty and
fairness."
During the author's visit with Banfield, October 13, 1977, he
said: "Ninety percent of my life I've been a civilian. I don't think
my worth depends on my having once been a military officer.
When I was in the Navy I tried to treat each man the same as
any other."
When asked about aerial tactics, he said: "My basic principles
were to get close to the enemy aircraft and to make my fire
as accurate as possible. Whenever circumstances allowed, my
mechanics compared the number of hits I scored on an enemy
to the number of rounds of ammunition I had fired. I seem
to remember ratios of 87 hits from 122 shots and 52 hits from
75 shots, but the exact numbers might have been slightly dif-
ferent." Both examples equate to 70% hits-superb shooting.
The author asked Banfield for his impressions of some of the
aircraft he flew. He commented: "The Fokker monoplane was
disappointing, mostly due to its weak engine. The Albatros D.I11
was a generally good aircraft. I flew the type several times on
visits to Prosecco airfield not far from Trieste. The Phonix land-
based fighters were very sturdily built. They were quite depend-
able and stable in the air. The A-11, which was called 'The Blue
Wonder,' was my favorite of all my aircraft. It was so good that
I repeatedly suggested that it be built in quantity, but this was
never done."
When asked about aircraft paint schemes, Banfield spoke at
length about the colors of the various aircraft he'd flown. When
asked why he had the A-11 painted blue, he said: "It seemed
to be a good color for camouflage for flying over water. More
than this, however, it seemed a very good color for night fly-
ing which I did a lot of in 'The Blue Wonder."' The author also
asked Banfield about the Roman numerals painted on the sides
of the noses of his squadron's aircraft in 1918. He stated: "Those
numbers helped us identify each other in the air. The numbers
went as high as 'VII.' Instead of using Number 'I' on my own
aircraft, I used a painting of the coat of arms of the city of
Trieste."
When the author asked Banfield for an overview of his war
service, he said: "I have never had a time in my life when I did
not want to do my job as well as I possibly could. The war was
no exception. I saw my job to be fighting the enemy, wherever
88
and whenever and in whatever way I could. So, when my squad-
ron and I were not flying interception flights or performing
reconnaissance missions, we would be attacking the enemy
with bombs and machine guns whether he was in trenches or
in artillery emplacements or in ships-it made no difference."
During his military career, numerous decorations were
bestowed upon Banfield, including such extremely high honors
as the Knight's Cross of the Order of Leopold with War Decora-
tion and Swords and the Order of the Iron Crown, 3rd Class,
with War Decoration and Swords. Even more remarkable is the
fact that Banfield holds three distinctions to which no other
airman in all the forces of the Dual Monarchy can lay claim.
The first is that he is the only flyer to receive both the Gold
and Silver (1st Class) Bravery Medals for Officers. His Gold
Bravery Medal was one of a total of only nine given to air
officers.
Banfield's second distinction is his award of the Great Military
Medal of Merit, which Emperor Franz Josef personally
presented in the spring of 1916. No other airman received this
medal.
The final unique honor among airmen bestowed upon Ban-
field was the Knight's Cross of the Military Order of Maria
Theresa, the Empire's highest honor. Peculiar to this award is
the fact that the potential recipient must himself apply for ad-
mission to the order. As early as mid-1916, Banfield had begun
to receive invitations from his superiors to petition for the
award. The invitations were based on the exceptional bravery
repeatedly shown in all manner of military operations. At first,
Banfield declined the invitations and then refused them when
they became more vigorous. Finally, however, he yielded, and
on February 6, 1917,he submitted the following: "In accordance
with the invitations made to me by Austro-Hungarian Central
Naval Command since Autumn, 1916, to apply for the award
of the Maria Theresa Order, I submit my action reports, with
the wish that they will prove my worthiness for admission to
the Order as a Knight." Attached to this were copies of his ac-
tivity reports from June 23, June 24, August 1, August 6, and
December 3, all of 1916.
On August 16, 1917, Emperor Karl presented Banfield the
Knight's Cross of the Military Order of Maria Theresa. This
order carried with it elevation to the nobility and the title of
Freiherr (baron). No other Austro-Hungarian airman received
this award.
In England in 1920, Banfield met and later married Countess
Maria Tripcovich of Trieste. He later took over the operation
of his father-in-law's shipping firm, specializing in salvage work
such as the clearing of ship wreakage from the Suez Canal
following the conflict in that region in 1956. He lives and works
in Trieste to the present day, taking advantage of spare
moments to sail his beloved lstrian and Dalmatian coasts.
Lohner Type M E.21 flying boat, Kumbor, southern Adriatic, early summer, 1914. Note the absence of wing markings, which were not ordered
until August, 1914. Note the marines bringing the pilot (probably "Fregattenleutnant" Konstantin Maglic) ashore. In this aircraft, Banfield
carried out several missions against the Kingdom of Montenegro in August, 1914. (Stach Photo)
r'
,!J'"
~"
'~

Lohner Type T flying boat, serial L-47, shown captured intact by the Italians, April, 1916. Flying this aircraft, Banfield downed an observation
balloon for his first victory, June 27, 1915. (Canadian National Science Museum Photo)

89
 Lohner L-16, Trieste Naval Air Station, August, 1916. Banfield's most successful aircraft, in which he scored eight victories (six confirmed). The
cross on the bow is painted asymetrically so as to appear proportional when viewed head-on. Note the gaffs hooking the outer interplane
struts with the sailor holding the gaff on the right visible at the right hand edge of the photo. (Meindl Photo)

Banfield standing on L-16, with the engine starter crank by his left arm. Note the Schwarzlose M 7/12 machine gun
bolted to the front decking with its curved ammunition feed track. Synchronization was unnecessary because the
aircraft was a pusher type, a tremendous advantage in air combat. (Stach Photo)

90
 7 ma 1
Oeffag Type H flying boat, serial A.11, at Trieste aval Air Station, summer, 7917. A unique aircraft, designed specifically
for Banfield by Josef Micki. Despite Banfield's urgings, this example remained the only one of its type. The rail on
which the sailor on the right is standing and in which the wheel of the aircraft dolly is set, leads directly into the
water. (Haddow Photo)

Banfield in A.11, Trieste Naval Air Station, autumn, 1917. The aircraft
is now painted overall medium blue and is called "the Blue
Banfield with A.11. Trieste Naval Air Station, summer, 1917. (Banfield Wonder." The serial number is now black. Note the light register
Photo via Kostrba) of the blue paint on the orthochromic film of the time.
(O'Ami Photo)

91
 Hansa-Brandenburg type "CC", serial A.24, Trieste Naval Air Station, summer, 1917. Note the machine gun mounted through the large
windscreen that characterized the early "CC" boats. (Stach Photo)

Banfield with A.24. He flew this boat extensively between May and
July, 1917. Note the basic plain finish of the aircraft. Note the
ladder used for entering or leaving the cockpit. The edge of
the water is just to the left of this photo. (O'Ami Photo)

92
 Naval fighter "A6. ", purchased Fokker E./1/ with a Spandau machine gun, shown here at Prosecco airfield on Banfield's visit to Flik 42},
September 21, 1917. This aircraft was flown sparingly by Banfield because "the engine was too weak." Note overall gray-green co/or.
(Banger/ Photo via Meind/)

The leading Navy ace and the leading Army ace. Banfield in the cockpit of Naval Phonix 0./ land fighter "A.99" during a
visit to Beligna airfield by Godwin Brumowski in November, 1917. As was usual, Brumowski is wearing his monocle.
Note that the aircraft's fuselage is splotched with brown camouflage paint, while the wings are uncamouflaged. A
rear-view mirror is bolted to the trailing edge of the upper wing. (Meindl Photo)

93
 Hansa-Brandenburg W.18 flying boats. Banfield's squadron, Trieste Naval Air Station, May, 1918. Note the group numeral identification system,
with Roman numerals painted over the original scraped-off serial numbers. The original serial was then repainted in smaller, white
characters aft of the cross on the hull. For example, boat "V" on the far left has its original serial number, "A.78", repainted on
the hull behind the hull's cross. (D'Ami Photo)

94
 WI •
fJJU·JD
I JI l rtlJ 1'-,(ttf➔ U
I ti I;•,

A Karl Sterrer painting, done at Trieste in late 1918 now at the War History Museum in Vienna. "Seetahnrich" Friedrich Welker on the left and
"Seefahnrich" Josef Niedermaier on the right. Note the squadron Roman-numeral system and the overall gray co/or which became regulation
on July 22, 1918. Banfield's aircraft carries the coat of arms of the City of Trieste instead of a numeral. The aircraft are Hansa-Brandenburg
W.18 boats. On the left of Banfield's row of ribbons is that for the Maria Theresa Order. (Banfield Photo)

95
"Hauptmann" Otto Jindra, late 1915. The collar stars indicate his rank, while the
gold balloon represents the Army Air Corps. In keeping with Jindra's earlier ser-
vice in the artillery, note the cannon and cannon balls on his "artillery style"
buttons. The most significant decoration on his chest is at the left end of his
row and is the Military Merit Cross, 3rd Class, with War Decoration. The
Prussian Iron Cross, 2nd Class, hangs from his second buttonhole.
(Kostrba Photo)
 Flik 1, Bukowina, on the Russian front, early 1916. Otto Jindra is on the
right. In the background is Knoller-Albatros 8./ 22.01, which was flown
by Jindra at Flik 1 and also flown extensively by aces Benno Fiala and
Godwin Brumowski as well. (Selinger Photo)

OTTO JINDRA

Otto Jindra was an outstanding observer, pilot, leader, teacher
and administrator. He was a pure two-seater flyer, never once
having flown a single-seat aircraft against the enemy. His total
of nine victories ranks him second only to the great Adolf
Heyrowsky in the number of victories scored while flying two-
seaters. But it was not for his victories and his many decora-
tions that Otto Jindra was so enormously respected. It was his
long-standing, unwavering commitment to excellence in all
facets of his service that made him one of those who formed
the heart of the LFT's officer corps.
Jindra was born March 18, 1886, in the town of Chlumetz,
near Wittingau, in Bohemia, in what is today Czechoslovakia.
His parents were of Czech descent. At an early age, Jindra
decided to make the military his career. At the appropriate age
he entered the Artillery Academy in Vienna and completed his
courses successfully. Upon graduation in 1905, he was accepted
by the Austro-Hungarian Mountain-Artillery Regiment No. 14.
Besides being an enthusiastic military officer, Jindra was also
a well-rounded sportsman. His interests included horseback
riding, swimming and skiing. He also was an avid cyclist and
a skillful motor car driver as well. A final, somewhat unusual
interest in which he had invested much time and energy ac-
quiring proficiency was driving railroad locomotives!
Jindra's military career progressed smoothly, with promotion
to Oberleutnant (First Lieutenant) coming November 1, 1912.
With the outbreak of World War One, Jindra was sent to the
Russian front with his regiment. His position was that of com-
mander of a battery and regimental adjutant as well. He was
involved in considerable heavy fighting, including the First and
Second Battles of Lem berg. For his proficiency in this fighting
he was awarded the Bronze Military Merit Medal.
Rather early in the conflict Jindra decided that his contribu-
tion could best be made as a member of the Army Air Service
and so he volunteered. His application was granted and, on
September 10, 1914, he was assigned as an officer-observer to
Flik 1, also stationed on the Russian front.
Almost immediately upon his arrival at Flik 1, Jindra showed
the skills and dedication that would make him one of the out-
standing observers not just at his squadron, but on the entire
Russian front. While generally excellent at all phases of
observer's work, he was particularly skilled at obtaining recon-
naissance photographs and at directing the Austro-Hungarian
artillery by means of wireless communication. This success at
"artillery shoots" was contributed to by at least two factors.
The first was that one of his squadron mates at Flik 1 was the
unit's technical officer, Leutnant in der Reserve (Reserve Second
Lieutenant) Benno Fiala, who had personally originated the con-
cept of artillery direction by airborne wireless. Interest in the
wireless at Flik 1 was naturally intense and improvements were
constantly being made. The other factor contributing to his par-
ticular finesse at "artillery shoots" was his long training and
service as an artilleryman, which gave him a profound, finely-
tuned feeling for the needs of the men on the ground whose
efforts he directed from the air.
On November 14, 1914, while on an operational flight in the
area of Krolik Woloski, Jindra and his pilot, Leutnant Max Hesse,
were shot down. Their Albatros biplane (serial Albatros "14")
was riddled by gunfire from a Russian cavalry unit and forced
to land. Jindra and Hesse luckily escaped serious harm. After
quickly assessing the condition of their aircraft and estimating
that it had suffered 180 hits, they removed as many valuable
items as they could carry and set the aircraft on fire. They then
made their way across Russian territory. After considerable dif-
ficulty, they reached their own front lines in safety.
At the end of January, 1915, after Flik 1's CO, Oberleutnant
Josef Smetana, had been taken prisoner of war, Jindra was sur-

97
 prisingly named to succeed him, though only an officer-
observer. This decision of LFT Command would prove to be
particularly felicitous.
On June 13, 1915, Jindra scored his first two victories. While
on an operational flight in Knoller-Albatros B.I 22.29 with pilot
Zugsfiihrer (Sergeant) Max Libano, Jindra was attacked by a pair
of Russian Morane-Saulnier Parasol two-seaters. During the Rus-
sians' bitter and tenacious attacks, Jindra and Libano defended
themselves with a Mauser pistol and a repeating carbine. Their
defensive fire eventually took effect and the two enemy air-
craft were forced to crash-land in a wood near Dubowice,
southeast of Monasterzyska, behind the Russian lines. One
landed smoothly and was only slightly damaged. The pilot was
unharmed while the observer was dead. The second Morane-
Saulnier landed heavily with a severely injured crew. These two
victories were confirmed only after a time, and then only on
the basis of testimony from civilians who had witnessed the
crashes.
Ten weeks later, on August 27, Jindra scored again. Flying
a reconnaissance mission over Czortkow in Knoller-Albatros
B I 22.06 with pilot Feldwebe/ (Seargeant Major) Johann Mattl,
he was attacked by two Russian Morane-Saulnier monoplanes.
By accurate fire from his rear seat position, he drove off one
of the Russian aircraft and shot down the other. The pilot of
the second interceptor was wounded by Jindra's fire and made
a forced landing near Tluste, crashing on touch-down. The
testimony of civilians again confirmed the victory.
During 1915, Jindra's excellent service was recognized by the
awards of the Military Merit Cross, 3rd Class, with War Decora-
tion and Swords, and the Prussian Iron Cross, 2nd Class. In
addition, on September 1, he was promoted to Hauptmann
(Captain).
Towards the end of 1915, Jindra began on an informal basis
to acquire the skills necessary to be a pilot. By December 11,
he had become proficient enough to be named a Feldpilot (Field
Pilot). A short nine days later, he was awarded the much-desired
Feldpiloten Abzeichens (Field Pilot Badge).
During 1916 and 1917, Flik 1 truly came into its own,
establishing a reputation as perhaps the finest of all the
squadrons in the East. During this time, the geographical area
in which Flik 1 operated was called Bukowina ("Land of the
Beech Trees" in the Slavonic language). It included the area
between the Carpathian Mountains and the Dniester River. To-
day, this is the area where the center of the southern Ukraine
meets the center of the northern border of Romania. During
World War One, Bukowina was still a kingdom of the Dual
Monarchy, and was mainly inhabited by Germans, Romanians,
and Ruthenians. It was also a bitterly embattled region.
The duty assignment for Flik 1 encompassed all the many
functions of the general service squadron. The unit's men and
aircraft were involved in many varied activities, among them
reconnaissance, artillery direction, aerial photography, bomb-
ing, interception, ground attack, and liaison. The aircraft of the
Flik consisted of a wide variety of two-seaters. What made Flik
1 really special, however, was the men who served in its ranks,
particularly Jindra. He was an extraordinarily fine commanding
officer. He was extremely good to his subordinates, treating
them with a large measure of graciousness and benevolence.
A self-accepting person, he was never threatened by the
achievements of others and, so, tended to bring out the best
in all those who served with him. Just some of the pilots who
started at Flik 1 under Jindra's tutelage were future aces God-
win Brumowski, Benno Fiala, Kurt Gruber, and Karl Kaszala.
Jindra's career as a pilot got off to a somewhat inauspicious
start on January 5, 1916 when, flying Hansa-Brandenburg B.I
05.34, he was attacked near Rarancze. He suffered a grazing
wound from one enemy bullet while a second bullet punctured
his fuel tank, forcing him to make an emergency landing. Things
were to pick up considerably, however.
On March 29, 1916, Jindra scored his first victory as a pilot
when, flying Knoller-Albatros B.I 22.23, he downed a Russian
Morane-Saulnier Parasol over Sokal for his fourth confirmed
98
victory.
Eleven days later, Jindra's score reached five. Again flying
22.23, he and his observer, Leutnant in der Reserve Vlastimil
Fiala, engaged a Russian biplane southeast of Kamieniec-
Podolski. They defeated the enemy aircraft and both watched
as the Russian brought his plane down to an emergency landing
and crashed at touch-down.
The day of April 12, 1916, was a particularly satisfying one
for Jindra. Having learned that Tsar Nikolaus 11was visiting the
city of Chotin and that a formal reception, including a large
parade, was planned, he decided to try to ruin the party. He
took off in Knoller-Albatros B.I 22.23 with Oberleutnant God-
win Brumowski as his observer. They arrived over Chotin just
as the parade was getting into full swing. They promptly hand-
tossed seven small bombs onto the parade and gleefully
watched the ensuing chaos and confusion. In short order, four
Russian interceptors arrived to "wipe the smile off" the faces
of Jindra and Brumowski. By a combination of Jindra's skillful
piloting and Brumowski's accurate use of his machine gun, two
of the four Russianswere defeated. One of the Parasolscrashed
near lszkowcy, north of Chotin, with a severely wounded pilot.
The second Morane-Saulnier force-landed west of Chotin and
crashed on landing, injuring both crew members. Confirma-
tion of both victories, as well as other details of the day's ac-
tivities, was provided by the reports of reliable spies. Tsar
Nikolaus, naturally, was furious. The Russian army commander,
General Brusilov, took a viewpoint that was more that of a pro-
fessional soldier when he referred to the attack as "an extraor-
dinarily bold and courageous deed by the Austrian flyers."
Jindra scored again on September 26, 1916, when, flying
Hansa-Brandenburg C.I 64.23 with Oberleutnant Eduard
Struckel as observer, he was attacked by two Nieuports over
Solka. They downed one enemy aircraft by putting a bullet
through the throat of its pilot who barely managed to make
a forced landing before he died.
On December 18, Jindra closed his scoring book with his
ninth and final victory. Flying a photo-reconnaissance mission
in Hansa-Brandenburg C.I 63.06, he spotted an enemy obser-
vation ballpon which he immediately dove to attack. His
observer sprayed the balloon with 500 rounds from his machine
gun, forcing the balloon down near Pozoritta with the observer
dead in the basket.
On September 13, 1917, Jindra was happy to close the
enemy's scoring book on him, when he was shot down for the
third and last time! Extensive flak damage to the aircraft he was
flying, Hansa-Brandenburg C.I 67.30, forced him to make an
emergency landing near Kimpolung from which he emerged
unharmed.
Further decorations received by Jindra while at Flik 1 included
two awards of the Silver Military Merit Medal, and the Order
of the Iron Crown, 3rd Class with War Decoration and
Swords-a significant honor.
In January, 1918, Jindra was appointed CO of Fliegerersatz-
kompanie 11 (Flek 11), but his service there lasted only a short
time. Because of his extensive experience in bombing missions
and his leadership qualities in general, Jindra was named overall
commander of a dedicated bombing group based on the Italian
front. The group consisted of five squadrons directly attached
to the army group of Feldmarscha/1 von Boroevic and was
known as Fliegergruppe G. Before he could take effective com-
mand of the bombing group, however, Jindra was severely in-
jured in a night flight. His injuries effectively ended his war-
time flying. Interestingly, the command of Fliegergruppe C then
passed to the same Max Hesse who had been shot down with
Jindra during November, 1914.
During 1918, when Jindra received the Military Merit Cross,
3rd Class with War Decoration and Swords for the second time,
he became one of only 18 LFT officers so honored.
After the war, Jindra became a citizen of Czechoslovakia and
was instrumental in the establishment of a Czech Air Force.
Eventually, he rose through the hierarchy of the Czech Air Force
to become its Commander in Chief. He died in 1942.
Emperor Karl I inspects the troops at Kezdi-Vasarhely, Romania, 1917. Otto Jindra is the tall soldier on the right facing the Emperor. Nore the
Ausrro-Hungarian Field Pilot Badge below his right breast pocket and the German Pilot Badge under his left breast pocket. (Author's Photo)

Knoller-Albatros 8.1 22.29 undergoing maintenance at Flik 1, autumn, Knoller-Albatros 8./ 22.06 of Flik 1 at Bukowina, Russia, autumn,
1916.Nore the delicacy of the aircraft's structure, particularly the 1916. In this aircraft, Jindra scored his third victory,
wings. Orto Jindra scored his first two victories in this aircraft August 27, 1915. Note the Albatros logo on the
' June 13, 1915. (Stach Photo) vertical tail plane. (Haddow Photo)

99
"Oberleutnant" Georg Kenzian "Edler" von Kenzianshausen, Flik 55}, Pergine,
early 1918. On the far left of his medal row is the Order of the Iron Crown,
3rd Class, with War Decoration and Swords. Next to it is the Gold Bravery
Medal for Officers, only "nine" of which were awarded in the entire
Army Air Service. (Masajdek Photo via Meind/)
 Kenzian's Albatros D./11 (Oef) 153.27, Flik 55/, Pergine, December, 1917.
Kenzian became an ace in this aircraft, scoring his fifth confirmed
victory November 27, 1917. Note Kenzian's blue and white
pennant. The black and white "2" is in the style used by
the squadron for individual aircraft identification. Note
the vineyard-covered hillside and, at its top, the Villa
Giulia de/la Rosa, which was used by Flik 55/'s pilots
as a barracks and which functions today as a
hospital for chronic neurological diseases.
(Meindl Photo)

GEORG KENZIAN

He was strikingly handsome. He was courageous. He suffered
and recovered from wounds received on the ground and in
the air. He was an excellent leader. He was a high-ranking and
extraordinarily highly-decorated ace. In short, Georg Kenzian
wasthe epitome of everything any career military officer would
strive for and hope to be.
Georg Kenzian Edler von Kenzianshausen was born in 1894
in Linz, the son of a career military officer. From his earliest
days,Kenzian,like his father, followed a military course. In 1913,
he wasaccepted into the Engineer Battalion No. 2 of the Austro-
Hungarian Army.
With the outbreak of World War One, Kenzian, now a Leut-
nant (Second Lieutenant), was sent together with his battalion
to fight on the Russian front. On December 18, 1914 he was
wounded. In September, 1915, he was promoted to Oberleut-
nant (First Lieutenant).
During Kenzian's second winter in Russia, he volunteered
for the Army Air Service. He was accepted in February, 1916,
andsent to the Officers Flight School in Wiener-Neustadt for
the purpose of training as an observer. Two months later, after
completing his training courses, he was sent to the newly-
establishedFlik 24 stationed at Pergine airfield in the Val Sugana
on the south-Tyrolean front.
At Flik 24, under the command of Hauptmann Gustav
Studeny, Kenzian distinguished himself in numerous opera-
tions conducted against the enemy. On June 16, 1916, on a mis-
sion with his pilot, Feldwebel Rudolf Forst, in Hansa-
Brandenburg C.I 61.18, he directed Forst to attack a nearby
Italian Farmantwo-seater. They shot down the enemy aircraft
south of Asiago for their first confirmed victory.
Four days later, Kenzian scored again, this time flying as
observerwith Zugsfuhrer (Sergeant) Josef Kiss, who would later
becomethe leading Hungarian ace of the LFT. Over Monte
Cimone, they attacked an Italian reconnaissance two-seater and
shot it down behind the enemy lines. It was later learned by
intercepted radio communication that both Italian crew
members had been wounded but survived their crash.
Five weeks later, on July 27th, the tables turned for Kenzian.
During a reconnaissance mission he and his pilot, Zugsfuhrer
Alois Jezek, were attacked by an Italian Nieuport and shot
down. Both Kenzian and Jezek were severely injured and re-
quired extensive medical treatment and long recuperations. It
was three months before Kenzian was capable of resuming his
duties at Flik 24. For his service with this squadron, he was
awarded the Order of the Iron Crown (3rd Class) with War
Decoration, a very high honor.
In mid-February 1917, Kenzian was assigned as an instructor
to the Officers Flight School at Wiener-Neustadt. Here, as well
as teaching others the skills of the officer-observer, he managed
to enter into and complete his own training as a pilot. On July
12, 1917,he was awarded the Austrian Pilot's Certificate No. 721.
In August, Kenzian was assigned to the newly-established Flik
55), a pure fighter squadron, under the command of Haupt-
mann (Captain) Josef von Maier. His duty assignment at this
squadron was Chefpilot (Deputy Commander). Flik 55Jwas in-
itially stationed at Haidenschaft on the lsonzo front but, after
the Battle of Caporetto, was moved to Pergine on the south
Tyrolean front. This squadron was quick to establish a reputa-
tion for fighting excellence that earned it the title Kaiser Staf-
fel ("Emperor's Squadron").
Kenzian opened his scoring at Flik 55Jon September 29, 1917,
downing an Italian single-seat fighter south of Plava on the
lsonzo front, for this third confirmed victory.
Kenzian's first victory scored at Pergine occured November
18, 1917 when he attacked an Italian Nieuport over the area
of Arsiero-Villaverla and shot it down in flames to crash behind

101
 the Italian lines.
Nine days later, Kenzian became an ace. Flying Albatros D.111
(Oef) 153.27, he encountered an Italian SAML reconnaissance
two-seater north of Asiago near Campolongo, and shot it down
in flames for his fifth confirmed aerial victory. His Albatros
fighter was decorated with a large numeral "2" and a blue and
white pennant painted on each side of the fuselage.
Two weeks later Kenzian scored again. Flying an Albatros
fighter, he encountered an Italian SAML reconnaissance air-
craft over the front lines. His attack was quickly successful,
resulting in the Italian biplane falling in flames on enemy ter-
ritory south of the town of Asiago.
On January 12, 1918, Kenzian combined with Offizierstellver-
treter (Deputy Officer) Josef Kiss and Zugsfiihrer Alexander
Kasza to achieve a somewhat unusual success. Near the town
of Casa Rigoni north of Asiago, the Austro-Hungarian kette
(three-plane formation) attacked a British RE-8of 42 Squadron,
Royal Flying Corps. The pilot, Lieutenant G. N. Goldie, and the
observer, Lieutenant J. D. Barnes, put up a spirited defense but
eventually were forced to land their badly-damaged aircraft on
the Austro-Hungarian side of the lines. As soon as they landed,
they sprang from their cockpits and attempted to set fire to
their aircraft. They were threatened out of this by the actions
of Kiss who kept feigning strafing attacks on the British crew
by repeatedly diving his Albatros fighter at the downed aircraft
and crew. Had they known the rather gallant attitude towards
foes possessed by the man diving on them, they might have
called his bluff! But such was not the case and both Goldie and
Barnes were captured and brought to Pergine airfield where
they rather uncomfortably posed for photographs with their
captors.
Exactly two weeks afterward, Kenzian scored his eighth con-
firmed kill when he emerged victorious from a dog-fight with
what he described as a "Sopwith single-seater" (Austro-
Hungarian pilots were notorious for referring to a very large
portion of their rotary-engined single-seater opposition as "Sop-
withs"). The enemy pilot crash-landed behind his own lines in
the vicinity of Cia Pralunga. During this flight Kenzian was fly-
ing Albatros D.111(Oef) 153.107.
On March 24, Kenzian closed his personal scoring book
when, again flying an Albatros fighter, he defeated another
"Sopwith single-seater." The enemy spiralled down to crash
heavily in the Val d'Assa, giving him his ninth and final con-
102
firmed victory.
The quality of Kenzian's service with Flik 55Jwas recognized
officially by two decorations of note-one significant, the other
extraordinary. The significant decoration was the Military Merit
Cross (3rd Class) with War Decoration and Swords. The other
decoration was the Gold Bravery Medal for Officers, making
Georg Kenzian one of only nine officers in the entire Austro-
Hungarian Army Air Service to receive this outstanding medal.
When Oberleutnant Karl Patzelt was killed May 4, 1918, his
position as CO of Flik 68J was vacated. Kenzian was selected
to take command of this all-fighter unit stationed at the airfield
at Colle Umberto, near San Fior di Sopra, about 30 miles due
north of Venice. The squadron flew mainly Phonix D.11and D.lla
fighters. Kenzian himself is known to have flown Phonix D.lla
422.26 during the Battle of the Piave in June.
Although his service at Flik 68J was full and active, Kenzian
scored no further confirmed air victories. He remained as Flik
CO until almost the end of the war. His service with the
squadron was recognized by the Emperor with the award of
the Silver Military Merit Medal with Swords.
Following the tragic death of Oberleutnant Gustav von
Salmon in mid-October, Kenzian was named the last CO of Flik
42), stationed at Pianzano airfield.
Following the armistice of November, 1918, Kenzian joined
the air service of the German-Austrian Republic. One of the
areas fought over in 1918-1919was the mountainous province
of Carinthia in southeastern Austria on the present-day
Austrian-Yugoslavian border. Here the forces of the German-
Austrian Republic fought against Slovenian forces which sought
to occupy Carinthia. The air service of the German-Austrians
operated airfields at Wiener-Neustadt, Graz, and also at
Klagenfurt-Annabichl (where Kenzian was stationed under the
command of Hauptmann Julius Yllam). The German-Austrian
aircraft were extremely varied in type and degree of combat-
worthiness. The air service performed all manner of tasks, in-
cluding reconnaissance, bombing, leaflet-dropping, com-
munications and interception. Kenzian distinguished himself
with his usual skill and dedication. He flew various aircraft,
among them Hansa-Brandenburg C.I 369.04.
Hostilities with the Slovenians continued until June, 1919.
With the Treaty of St. Germain in September, 1919,the German-
Austrian Air Service ceased to exist.
Nothing further is known of the remarkable Georg Kenzian.
The pilots of Flik 55J with Josef Kiss' Albatros 0./11 (Oef) at Pergine airfield in May, 1918. Note the white "K" on the fuselage. The five aces in
this photo are: standing with hand in pocket, Ceorg Kenzian; standing directly behind Kenzian, Josef Kiss; sitting on aircraft's wheel, Josef
von Maier; sitting on right propeller blade, Franz Lahner; sitting on engine hood, Alexander Kasza. (O'Ami Photo)

Albatros D.l/1 (Oef) 153.101, Flik 55J, Pergine, spring, 1918. Kenzian
scored his eighth victory in this aircraft, downing an enemy
fighter over Cia Pralunga, January 26, 1918. Note the
characteristic style of aircraft identification numeral
used by Flik 55J at this time. The numeral is
probably a "3". (Lahner Photo via Meind/)

103
"Stabsfeldwebel" Karl Kaszala, Flik 41/, late 1917. The decoration at the left end of
his row is the Gold Bravery Medal, Austria-Hungary's highest NCO award.
(Meindl Photo)
 A smiling Kaszala stands before Hansa-Brandenburg 0./ "KO" 28.11 after
a hard landing, Flik 41}, Sesana airfield, May, 1917. In this aircraft,
Kaszala scored his fifth confirmed victory, May 20, 1917.
(Meindl Photo)

KARL KASZALA

Karl Kaszala was very much his own man. He wore white
trousers, in defiance of the strict conservatism of the Army Air
Service. He refused to fly aircraft that were deathtraps. On the
ground, he was so terrified of the dark that he had to lock
himself in his room at night in order to sleep. But in the air,
it was his enemies who felt terror at the toughness and
skillfulness of his attacks. His numerous courageous and deter-
mined combats with enemy formations of superior strength
became legend. He achieved eight confirmed aerial victories
and was highly decorated both by his own government and
by that of Germany as well. Fittingly, in the end, this man of
indomitable individuality died a flyer's death.
Kaszala (pronounced "Kassala") was born in 1892, of
Hungarian parents in the city of Nyitra, in what is today
Czechoslovakia. At the outbreak of war in the summer of 1914,
he joined the Austro-Hungarian Army. After the completion of
his basic training, he volunteered for the Army Air Service and
was accepted. It was determined that he should serve as a pilot
and so, he was sent for the appropriate training, first to
Fliegerersatzkompanie 1 (Flek 1) and later to Flek 8. He even-
tually completed his courses successfully and was promoted
to the rank of Korporal (Corporal) October 6, 1915.
In late October, 1915, Kaszala was assigned as a recon-
naissance pilot to Fliegerkompanie 14 (Flik 14) on the Russian
front. The aircraft type constituting the main equipment of that
squadron was the infamous Aviatik B.III series 33 two-seater,
disparagingly referred to by its crews as the "Rocking Chair."
Kaszala flatly refused to fly this dangerous aircraft and, as a
reprimand, was transferred from the squadron. Luckily, instead
of being sent to the stockade, he was assigned to Flik 1, also
on the Russian front. Here, Kaszala found not only aircraft
suitable to fly but also talented comrades and an excellent CO,
Hauptmann (Captain) Otto Jindra (9 victories).
From his very first missions at Flik 1, Kaszala manifested great
skill and fighting spirit. The squadron was a two-seater unit and
performed a wide range of tasks including reconnaissance,
artillery-spotting, bombing, ground attack and aerial intercep-
tion. Kaszala flew with a variety of observers in the rear seat.
Perhaps the observer with whom he performed best was God-
win Brumowski, later to become the LFT's Ace of Aces. Before
the year 1915 was over, Kaszala had already received a signifi-
cant decoration, the Silver Medal for Bravery, 1st Class.
Kaszala scored his first victory December 13, 1916. Flying in
a two-seater with Leutnant in der Reserve (Reserve Second
Lieutenant) Nikolaus Feher, he attacked a Russian biplane over
Gurahumora and shot it down behind the enemy lines.
Kaszalascored twice more during January, 1917.On the ninth,
flying Hansa-Brandenburg C.I 63.23 with Leutnant in der
Reserve Wilhelm Varju as observer, he engaged a Russian
biplane in the general area of Fundul-Moldovi. After a short
fight, the enemy aircraft was sent spiralling down to crash
heavily in a wood. Two weeks later, again flying the same air-
craft, this time with Oberleutnant (First Lieutenant) Johann
Baumgartner as observer, Kaszalaparticipated in an attack made
by the full strength of Flik 1 on the Romanian railway station
at Bucecea, near Kimpolung. The pilot of one of the defending
Russian biplanes had the misfortune to choose Kaszala's
Brandenburg as its target and was shot down for his troubles.
Before leaving Flik 1 in February, 1917, Kaszala received two
significant decorations. The first was his second award of the
Silver Bravery Medal, 1st Class. The other came directly from
a German Army Command and consisted of the Prussian Iron
Cross, 2nd Class. Not only was this a very high honor per se,
but it also made Karl Kaszala the only non-officer in the entire
LFT ever to receive this award!
During February, 1917, Kaszala was assigned to the newly-

105
 forming Flik 42), an all-fighter unit. At this same time, however,
Flik 41) was being formed north of Vienna under the leader-
ship of Oberleutnant Godwin Brumowski, who was trying to
assemble the best pilots possible for his squadron. His firsthand
knowledge of Kaszala's flying talents from their time together
at Flik 1 prompted him to offer him a place in his squadron.
Kaszala readily accepted, despite the fact that Flik 42), which
also desired his services, was in great part staffed by Hungarian
pilots-considerable inducement to a Hungarian such as
Kaszala.
At Flik 41), Kaszala found himself with one of the true elite
squadrons in the LFT. Included in the generally excellent per-
sonnel roster of the Flik were four other aces: Godwin
Brumowski (35 victories); Frank Linke-Crawford (27 victories);
Kurt Gruber (11 victories) and Rudolf Szepessy-Sokoll (5
victories).
The aircraft flown at Flik 41) were initially the speedy but
treacherous Hansa-Brandenburg D.I (KD). Later, various series
of the Albatros D.III were flown. The duties of the squadron
varied greatly, but included such tasks as ground attack, aerial
interception, and light bombing. The Flik was initially based
at Sesana airfield on the lsonzo front, just five miles east of
Triest. Later, after the Battle of Caporetto, the unit shifted far
to the west, to serve on the Piave front.
At Flik 41), Karl Kaszala flew with skill and courage and
tremendous aggressiveness. He earned quite a reputation for
boldness by his numerous daring attacks against enemy air-
craft formations often far superior in strength to his own. He
often flew with Godwin Brumowski, acting as his faithful
wingman and rear guard.
Kaszala opened his scoring at Flik 41) on May 12, 1917. Fly-
ing in a KD, he attacked a Farman two-seater that was ranging
the Italian artillery near Podsenica, and shot it down. Eight days
later, he became an ace when, flying KD 28.11, he downed a
SPAD fighter marked with French roundels over Monte Santo,
for his fifth confirmed victory.
His last three victories were scored in a 16-day period, all
Kasza/a pays his respects to "Feldwebel" Rademes Iskra! The NCO pilots of Flik 41} at Sesana in early
September, 1917. Note Kaszala's Prussian Iron Cross, 2nd Class, in the center of his chest. His was
the "only" one ever awarded to an NCO in the Army Air Service. Note also Kaszala's white
trousers. The aircraft is an Albatros 0./1 (Oef), probably serial 53.15. (Meindl Photo)
106
while flying Albatros fighters. On November 28, 1917, he in-
tercepted an Italian Savoia-Pomilio two-seater, and shot it down
near Casa Serpo. On December 10, Kaszala and Frank Linke-
Crawford attacked a formation of five enemy fighters over
Monastier di Treviso, each shooting one down. Three days later,
he closed his scoring when he strafed an Italian observation
balloon near Meolo and blew it up in flames for his eighth con-
firmed victory.
Recognition of Kaszala's achievements by the Austro-
Hungarian Command came in two forms, promotions and
decorations. During August, 1917, he was promoted to
Stabsfeldwebel (Staff Sergeant), and two months later to Of-
fizierstellvertreter (Deputy Officer). During January, 1918, he
was given his third award of the Silver Bravery Medal, 1st Class.
Finally, he was awarded the Gold Bravery Medal, the highest
possible award for a non-officer in the LFT.
Kaszala's pace and style of flying eventually had to take its
toll, and, by April, 1918, it was felt that he was just about "flown
out" as far as frontline combat was concerned. And so, in that
same month, he bid a sad farewell to his comrades at Flik 41),
who had truly loved this irrepressible individualist.
Kaszala finished the war serving as a test pilot for one of the
air supply depots (Flieger-Etappenpark 2, at Casarsa, Italy, CO
Hauptmann Armand Hanel).
After the war, Kaszala went to Hungary and became a citizen.
He was quite active in Hungarian aviation. In 1919, he served
as a combat pilot with the Hungarian Red Air Corps, fighting
the invading Romanian, Czech and Serbian forces. In 1927, he
became one of the founders of the Aero-Club of the Hungarian
Technical University in Budapest. When he left the Aero-Club
in 1930, as a gesture of appreciation, he was given a Hansa-
Brandenburg 8.1 biplane (civilian registration H-MAFG).
Together with his wife, who was also a pilot, Kaszala used this
aircraft to give flying shows and demonstrations all over
Hungary. In the midst of one of these shows, in 1932, Kaszala
and his wife spun into the ground from a very low altitude,
killing both of them instantly.
Flik 41}, Sesana airfield, September, 1917. Five aces are present in this photo: far left, Kurt Gruber; second from left, Karl Kaszala; center, with
right hand on dog's head, Godwin Brumowski; fifth from right, Frank Linke-Crawford; third from right, with binoculars, Ernst Strohschneider
/visitor from Flik 42/). The first aircraft on the left is Linke's Albatros D./1I (Oef) 153.11, marked with a falcon. /Wolfan Photo via Meindl)

"Stabsfeldwebel" Karl Kaszala with an Albatros 0./1/ (Oef), Flik 41}, Sesana, summer, 1917. Note the sworled
camouflage on the wheel covers and the non-synchronized machine gun mounted in front of the cockpit,
angled to fire outside the propeller arc. (D'Ami Photo)

107
"Hauptmann" Heinrich Kostrba, Flik 8, 1915. (Kostrba Photo)
 Kostrba in the cockpit of Fokker A.Ill 03.52, Flik 4, Haidenschaft airfield,
February, 1916. In this aircraft, ace Ludwig Hautzmayer scored his first
victory, February 18, 1916. Note the German-made "Spandau"
machine gun and also the interested farmer. (Kostrba Photo)

HEINRICH KOSTRBA

The Czechoslovakian government gave Heinrich Kostrba a
statefuneral. On September 28, 1926, as his coffin was brought
through the streets of Prague mounted on an airplane fuselage,
all the lights of the city were lit in his honor. His eulogy con-
tained these words: " ... there was not a more popular per-
sonality in our military aviation than 'daddy Kostrba.' Despite
his 43 years, he was one of the most active military pilots. For
him, flying used to be daily bread, a necessity, a vital need. Staff
CaptainKostrba was what we call a 'personality.' He contrasted,
by his nature, deportment, deeds and attitudes, with all the
restof us who are, more or less, from 'central casting.' He was
alwayshimself-his own-an 'original' in the most noble sense
of the word, a man of style to his last idea and gesture. He never
compromised and side-ways were unknown to him. Always the
soldier of the idea, whether during the war, the time of the
fight for national independence, or the building of a strong
Czech military aviation division. At the same time, he was a
modest man, never tending to capitalize on his merits ... "
Kostrba was born in Prague in 1883 of descendants from a
South Bohemian family belonging to the minor nobility of the
country's pre-Hapsburg era (the family title was "Kostrba ze
Skalice).After completion of secondary school and a military
institute, Kostrba was assigned in 1903 to Austro-Hungarian In-
fantry Regiment No. 73 with the rank of active Leutnant (Sec-
ond Lieutenant). His service was first class and resulted in his
promotion to Oberleutnant (First Lieutenant) on May 1, 1911.
Besideshis strictly military duties, Kostrba also found time to
excel in gymnastics.
Kostrba's lively interest in all things new caused him to start
and complete a training course as an aerial observer shortly
before the outbreak of war in 1914. Because of this training,
when the war did begin, he was assigned to Flik 8 on the Rus-
sianfront in the post of officer-observer. He participated in the
victorious Battle of Komarow. The quality of his service was
such that he became one of the very first officer-observers in
the LFTto be decorated with the Military Merit Cross, 3rd Class,
a significant honor. He also received the Prussian I ran Cross,
2nd Class from the Germans. In addition, he was promoted
to Hauptmann (Captain) in May, 1915.
After the Italian declaration of war, Kostrba was transferred
with the rest of Flik 8, to the lsonzo front in northeast Italy.
There he continued to render excellent service as an observer.
A particularly dangerous and productive reconnaissance mis-
sion over Venice on July 22, 1915, earned him an official writ-
ten commendation.
His repeated requests to be trained as a pilot were finally
answered at the end of July, 1915. He was sent to Flek 6 to ob-
tain this training. After graduation, Kostrba was granted
Austrian Pilot Certificate No. 254 on October 28, 1915.
During the middle of December, 1915, Kostrba was assigned
as Chefpilot (Deputy Commander) to Flik 4, stationed at
Haidenschaft airfield on the lsonzo front. There he flew not
only reconniassance aircraft but also Fokker Eindecker
monoplane fighters, which carried the Austro-Hungarian
designation A.Ill (German designation E.I and E.111).A small
number of these aircraft were purchased from Germany to pro-
vide the LFT with a real fighter aircraft. As at many other air-
fields, for greater effectiveness, the fighters of the various
squadrons at Haidenscraft airfield (Fliks 4, 8, and 19) were
grouped together into a somewhat informal fighter group,
which often flew as a unit. Besides the intrinsic limitations of
the Fokker aircraft, their usefulness was further limited by the
German proviso that they were not to be flown past the front
lines, thus avoiding any chance of the Fokker MG-synchronizers
falling into enemy hands. This condition significantly limited
operations, but, when opportunities for action presented

109
 themselves, they were seized upon with vigor and ag-
gressiveness. Such an opportunity came February 18, 1916.
On that morning, ten Italian Caproni Ca.1 bombers left their
airfield at Aviano to bomb the Croatian city of Ljubljana, about
45 miles behind the Austro-Hungarian lines. Three bombers
turned back with engine failure, but the other seven proceed-
ed on their mission. Because of the necessity of the Italians'
crossing the front lines twice during the course of their round-
trip flight, it was possible for the fliers of Haidenschaft airfield
to attack them both "coming and going." I will quote exten-
sively from Kostrba's own report of the morning's activities:
"0845 hrs. Northeast of Aisovizza with Fokker Eindecker Nr.
03.51 I attacked the right-hand aircraft of a Caproni formation
for 15 minutes. The enemy aircraft turned and quite percep-
tibly sank. I fired all my ammunition-SOO shots-and followed
him to the lsonzo together with Hauptmann Bernath, who over-
took him at a height of 1,800 meters but unfortunately could
not bring him down behind our lines since his machine gun
remained jammed." The Italian aircraft was Caproni Ca 1, No.
478. Tenente Colone/lo (Lieutenant Colonel) Barbieri, acting as
gunner, was killed instantly by a shot in the forehead. Capitano
(Captain) Luigi Bailo tried to provide protective fire but also
soon fell mortally wounded. The pilot, Capitano Oreste
Salomone, his head grazed by a bullet and intermittantly
blinded by his own blood, ignored the efforts of the Fokkers
to force him down. He flew his aircraft to Palmonova where
he made a forced landing. Both Kostrba and Hauptmann
Mathias Bernath, CO of Flik 4, flying Fokker No. 03.42, received
credit for victories. For his bravery, Oreste Salomone became
the first Italian airman to receive his country's highest decora-
tion, the Gold Medal for Military Valor.
"0925 hrs. the same day I started with full ammunition and
fuel to intercept the returning Capronis. Oberleutnant Hautz-
mayer followed seven minutes later. Over Opcina I became in-
volved in a battle with a Caudron, at which I fired 200 shots
from about 40 meters behind, causing him to go into a steep
dive towards Monfalcone. I could follow him no further
because of our heavy anti-aircraft fire over Opcina (the Fok-
kers are unfamiliar to our batteries) and because, on the
horizon, I saw the Capronis returning from Ljubljana." The
Italian Caudron force-landed behind his lines and was later con-
firmed as Kostrba's second victory.
"0950 hrs. I reached a height of 2,700 meters and dove on
a Caproni which was flying at 2,600 meters. I fired about 150
shots from a distance of less than 80 meters. He turned into
me and fired at me with a machine gun from in front and below
me (the ribs and covering fabric of 03.51 were shot through).
I fired the rest of my ammunition at the rear of the enemy from
about 40 meters. At this moment, Oberleutnant Hautzmayer
dove on him skillfully and shot him up further. I flew on the
Capron i's right flank and prevented his escape by changes in
my course. First over Prvazina the other Albatros and Fokker
aircraft overtook the Caproni. I wish not to belittle the con-
tribution of our other aircraft, and I emphasize that, were I
alone, the Caproni would have slipped across the front lines
because I had fired all my ammunition and was now out of gas."
The Caproni Ca.1, No. 703, crash-landed at Merna. One pilot,
Capitano Tullio Visconti, was killed, while the second pilot,
Capitano Gaetano Turi Iii, was taken prisoner. After landing at
Haidenschaft, Kostrba and Fahnrich (Ensign) Brociner, who had
flown Fokker 03.41 in this combat, took off together in two-
seater Knoller-Albatros B.I 24.57 and flew to Merna to inspect
the Caproni. In their eagerness to land, they overshot their land-
ing and piled the two-seater into a tree!
110
At the beginning of March, 1916, Kostrba was appointed CO
of the newly-established Flik 23, based on the south-Tyrolean
front. In addition to generally excellent service at this new
squadron, Kostrba also managed to accumulate five more vic-
tories. These were all scored while flying Hansa-Brandenburg
C.I 26.09. During the first four of these victories, his back seater
was Ober/eutnant Johann Frint, an ace himself.
On the morning of June 7, 1916, Kostrba and Frint intercepted
an Italian Farman two-seater returning from bombing Trento
and engaged it in a furious one-hour battle before forcing it
to land near Como d'Aquilio. On July 29, 1916, Kostrba, again
with Frint, scored his second "triple' between 0715 and 0820
hrs. In a ferocious running gun battle, they downed an Italian
aircraft with a four-man crew they described as a "large Far-
man," as well as two smaller Farman reconnaissance two-
seaters. On August 20, 1916, Kostrba scored his eighth and last
victory, flying two-seater 26.09 alone without an observer. For
his service at Flik 23, Kostrba was awarded the Order of the
Iron Crown, 3rd Class with War Decoration and Swords, a very
high honor.
During 1916, there was a gradual worsening of relations be-
tween Kostrba and LFT Command, the precise cause of which
remains undetermined. Contributing factors probably included
Kostrba's very friendly attitude towards NCO pilots, his Czech
background, and his criticisms of the Austro-Hungarian system.
None of these factors advanced one's career in the armed
forces of the Dual Monarchy.
It is known that Kostrba was appointed CO of Fliegerersatz-
kompanie 2 during November, 1916. After this it is difficult to
trace his career until late 1918, when it is known he was ap-
pointed CO of the Military Police in Prague. This posting, almost
certainly arranged by those who planned an overthrow of the
Austro-Hungarian authorities in Prague, was of pivotal impor-
tance in October, 1918.When the Czechs overthrew the govern-
ment in Prague and took the Austro-Hungarian CO of Prague
(General Kestranek) prisoner, it was Kostrba who sent back to
their barracks the Hungarian and Romanian units sent to sup-
press the overthrow. The change of government was, as a result,
essentially bloodless.
Within days of the proclamation of the independent Czech
state on October 28, 1918, Kostrba had begun to collect Czech
pilots and establish a Czech Army Air Corps. The Air Corps was
a fact within a very short time. Kostrba served as its first com-
mander. He was removed the next year because of personal
and ideological differences with the Czech Minister of Foreign
Affairs, Dr. Eduard Benes. In a more favorable political climate
in 1921, Kostrba was returned to the Air Corps, but instead of
his former post, he was given command of only a squadron.
Nonetheless, he rendered his usual superb service in his new
role, pioneering such things in Czechoslovakia as night flying
and agricultural spraying by aircraft. He eventually tendered
his resignation in 1926, to accept a new post as head of the
Czech State Airlines. About a week before his resignation
became effective, he decided to lead a group of visiting Yugosla-
vian airmen on their way from Prague to Warsaw. When tak-
ing off, Kostrba's aircraft was rammed by the lead Yugoslavian
aircraft at an altitude of about 30 feet. Heinrich Kostrba, aswell
as two Yugoslavian airmen, perished in the crash.
His eulogy continued: "At an age when others retire from
flying, he was a shining example for young pilots .... A master
of flying, he used to say: 'I am going to die because of old age
when sitting in an airplane after a successful landing. And if
I ever should get killed in an air crash, then someone will have
to ram my plane' ... "
Kostrba sitting on Fokker A.Ill (German designation "E.1") serial 03.51, Flik 4, Haidenschaft airfield on the lsonzo front, February, 1916. Note
the townspeople passing the time. Note also the "Spandau" machine gun and the residual German stenciling discernible on the
fuselage beneath the rear edge of the wing root "Fok.E.1". (Kostrba Photo)

Merna, lsonzo front, February 18, 1916. On the right is Caproni

Ca.1, No. 703, Kostrba's third victory of the day. To the left is
Knoller-Albatros 8./ 24.57, which Kostrba and "Fahnrich"
Brocinar ran into a tree in their eagerness to inspect
their victory! (Kostrba Photo)

Kostrba landing at Haidenschaft airfield in Fokker A.Ill 03.51,

February, 1916. In this aircraft, he scored three victories
February 18, 1916. Note the flight leader's pennant at
the tail. (Meindl Photo)

111
"Leutnant" Alexander Tahy, Flik 19, Haidenschaft, lsonzo front, 1917. The medal is
the Silver Bravery Medal, 1st Class, for Officers. (Vagi Photo)
 Chirano airfield on the Piave front, January, 1918. The tent hangers of
Flik 51} are shown, along with three Albatros 0./// (0ef) fighters. The
Hansa-Brandenburg C.I on the right most likely belongs to Flik 190
which shared this airfield with Flik 51}. All the aircraft appear
uncamouflaged. (Morath Photo via Meindl)

ALEXANDER TAHY

He was his emperor's soldier. From the very beginning of
the War, he served with distinction. His artillery service was
acknowledged by decoration. His air service, both in two-
seaters and in fighters, brought him eight confirmed victories
and the bestowal of the second-highest award possible for an
Austro-Hungarian officer. He was sincere and courageous and
dedicated and bold. In the end, he rendered his emperor the
ultimate homage-he laid down his life in combat.
Alexander Tahy was born in 1896, in Nyregyhaza in what is
now Hungary, the son of Hungarian parents. Details of his early
life are, unfortunately, lacking.
With the outbreak of war in 1914, Tahy volunteered for
military service. He was accepted and assigned to the Austro-
Hungarian Heavy Howitzer Division No. 6, with the rank of
Fahnrich (Ensign). This unit was later to be absorbed into the
Heavy Field-Artillery Regiment No. 15. For outstanding service
with his company, Tahy was awarded the Silver Bravery Medal,
1st Class (a significant award) in May, 1915. Towards the end
of January, 1916, he was assigned to the reserve battery of his
regiment.
In early 1916, Tahy volunteered for transfer to the Army Air
Corps. He was accepted and assigned to the Officer's Flight
School in Wiener-Neustadt. From July to September, 1916, he
received training in the skills necessary to be an observer.
After the successful completion of his training, Tahy was
assigned as an officer observer to the lsonzo front in northeast
Italy. His first posting was to Flik 12, under the command of
Hauptmann (Captain) Arpad Gruber, operating out of
Haidenschaft airfield in the Wippach Valley.
Soon after his arrival at Flik 12, Tahy had a serious disagree-
ment with his CO, who wished him immediately dismissed
from the unit. Fortunately, the CO of another squadron sta-
tioned at Haidenschaft airfield, Hauptmann Adolf Heyrowsky
of Flik 19, heard of the situation and offered to give Tahy a posi-
tion with his own company. Both Tahy and Gruber instantly
agreed. Tahy joined Flik 19 forthwith. This turn of events would
prove most fortuitous. It gave Tahy the chance to fly with one
of the truly outstanding units of the LFT and also the chance
to serve with a superb leader, Adolf Heyrowsky. On Heyrow-
sky's side of the bargain, Tahy became another of the several
truly excellent airmen serving under him.
Flik 19 was a two-seater squadron. The duties performed by
the Flik covered the entire spectrum of duties expected of such
a squadron. These included photo reconnaissance, liaison, ar-
tillery spotting, bombing, and protective escort. Numerous mis-
sions were flown for the purpose of intercepting enemy
balloons, airships, bombers, and even fighters. Perhaps the
most deadly missions of all, to both comrade and foe, were
the multiple attacks on enemy trenches, gun batteries, and
other ground targets, particularly when performed in close sup-
port of infantry. The intensity of flying would follow the inten-
sity of the ground fighting, and would, as might be expected,
reach peak activity during the many Battles of the lsonzo. The
aircraft flown by Flik 19 were mainly different types of two-
seaters, most of them various models of the extremely reliable
Hansa-Brandenburg C.I.
Flying with Tahy at Flik 19 was an outstanding group of fliers.
Among others, there were no fewer than six aces besides Tahy
himself. These were: Heyrowsky (12 victories); Benno Fiala (28
victories); Stefan Fejes (16 victories); Franz Rudorfer (11 vic-
tories); Ludwig Hautzmayer (7 victories); Josef Purer (7 victories).
By dint of hard work and his own natural talents, Tahy was
soon one of the best observers at Flik 19. He did excellent obser-
vation and rendered top-quality reconnaissance reports. His
bravery and his skill with a machine-gun soon earned him a
reputation as a very good man in a fight.

113
 Within a month of joining Flik 19, Tahy scored his first vic-
tory. On December 3, 1916, flying to intercept a squadron of
Italian Caproni bombers that had attacked Trieste, Tahy and
his pilot, Feldwebel (Sergeant Major) Heinrich Mahner, attacked
and forced one of the Capronis to make a landing near Gorizia.
Tahy was slightly wounded by a grazing bullet but he and his
pilot were otherwise unharmed.
On May 11, 1917, flying Hansa-Brandenburg C.I 27.77 with
pilot Korporal (Corporal) Ernst Heinz, Tahy attacked and
defeated an Italian Nieuport scout which crashed behind
enemy lines near Sober-Vertojba. Confirmation was made by
troops of the Austro-Hungarian Infantry Division No. 14.
During the intensified air fighting at the time of the Tenth
Battle of the lsonzo (May 12 - June 6, 1917), Tahy scored two
more victories. The first came at 0730 hours on the morning
of May 14, when Tahy and his pilot Zugsfiihrer (Sergeant) Stefan
Fejes, were intercepted by an Italian Nieuport over Merna. All
the skills of both pilot and observer were called into play against
this formidable foe. Eventually the Austro-Hungarians gained
the upper hand and sent the Italian crashing down in his own
territory. On June 3, 1917, another Nieuport met a similar fate
over Sober after encountering the two-seater flown by Tahy
and pilot Korporal Johann Szeikovics.
The day of June 26, 1917, proved a banner one for both Tahy
and his pilot Zugsfiihrer Stefan Fejes. In their two-seater they
engaged an Italian Caudron reconnaissance biplane over Sober
and shot it down behind enemy lines. When the Austro-
Hungarian Infantry Brigade No. 28 furnished confirmation, both
Fejes and Tahy were credited with their fifth confirmed aerial
victories, thereby becoming aces! Tahy's achievement of five
confirmed victories in less than seven months, all in two-seaters,
was a remarkable accomplishment.
For his service at Flik 19, Tahy was awarded both the Bronze
and Silver Military Merit medals, as well as the Military Merit
Cross, 3rd Class, with War Decoration and Swords.
In addition to his other activities at Flik 19, Tahy also learned
how to fly. So it was natural that when Flik 51J, a pure fighter
squadron, was established at Haidenschaft airfield in
September, 1917, 1ahy would ask tor assignment to it to try
114
his wings as a fighter pilot. Due to his outstanding record, he
was eagerly accepted by Flik 51J's CO Rittmeister (Cavalry Cap-
tain) Wedige von Froreich.
During his first month with Flik 51), Tahy scored his sixth and
seventh victories in rapid succession. On September 28, 1917,
flying an Albatros D.111(Oef) fighter, he attacked and flamed
an Italian observation balloon north of Plava. The victory was
achieved despite heavy anti-aircraft fire, made all the more
dangerous by the mere 700 meters of altitude at which the
attack was made. A bitter and inconclusive fight with two
Hanriots defending the balloon also helped to keep Tahy's
mind on his work!
The very next day, again in an Albatros, Tahy shot down an
Italian Nieuport fighter south of Plava for his seventh victory.
Despite these successes, the daredevil manner in which Tahy
flew to achieve them gravely concerned his CO. It was decided
that some formal pilot training was in order to polish and refine
Tahy's skills. For this purpose, he was sent to Flek 19, one of
22 such units which were collectively responsible for supply-
ing the Fliks with manpower, including mechanics, orderlies
and pilots. The Fleks trained these men. Tahy remained at Flek
19 for three months.
Tahy returned to Flik 51J in January, 1918, now stationed at
Ghirano, about 30 miles north northeast of Venice, just east
of the Livensa river. He was promoted to Oberleutnant (First
Lieutenant), a significant advance in the ultra-conservative LFT.
Tahy's eighth and final victory was scored February 21, 1918.
Flying Albatros D.111(Oef) 153.127,he engaged a Sopwith Camel
in a dogfight behind enemy lines and sent it crashing in flames
near Casa Zonta, south of the Island of Papadopoli.
Tahy's career and life ended March 7. While flying over Man-
sue in Albatros D.111(Oef) 153.69, his aircraft suddenly went
into a spin, possibly from wing failure. The fighter crashed to
the ground, instantly killing Tahy.
As a final acknowledgement of his superior service, Tahy was
posthumously awarded the second-highest decoration possible
for an officer of the Dual Monarchy-the Knight's Cross of the
Order of Leopold with War Decoration and Swords.
 Hansa-Brandenburg C.I 27.77. In this aircraft, on May 11, 1917, Alexander Tahy scored his second confirmed victory, downing an Italian
Nieuport fighter over Sober. (Stach Photo)

Alexander Tahy wearing the single collar star of a "Leutnant", as

well as the balloon and basket of the Army Air Service. Note
the small metal propeller decorating the front of his
officer's cap. The light-colored uniform was
generally worn in summer. (War Archive
Photo via Meind/)

115
Ferdinand Udvardy, shown wearing the two collar stars of a "Korpora/" in 1916.
The balloon and basket on his collar indicates the Army Air Service.
(Vagi Photo)
 The Albatros fighters of Flik 42/ at Prosecco airfield, October, 1917. From
left to right: Albatros 0./// (Oef) 153.09, with red ball on fuselage, flown
by Franz Graser and Friedrich Hefty; 153.58, with black ball and
triangle on fuselage, also flown by Hefty; 153.42, with red heart
on fuselage, flown by Ferdinand Udvardy. (Meindl Photo)

FERDINAND U DV ARDY

During March, 1980,during the author's visit in Santa Monica,
California, Fred Hefty, son of Friedrich Hefty, said: "My father
often spoke of Ferdinand Udvardy. They had often flown to-
gether and had become good friends. My father admired Ud-
vardy because he was such a good pilot. More than anything,
though, he loved the way Udvardy would back you up in a fight,
never leaving you unprotected in the air."
Ferdinand Udvardy was one of the outstanding pilots of the
Austro-Hungarian Army Air Service. His eight confirmed vic-
tories rank him fourth among the LFT's Hungarian pilots, and
he was very highly decorated, accordingly. In general, he was
a tough, determined, and highly skilled fighter pilot who flew
tirelessly on the busiest part of the front, right up to the last
day of the war.
He was born in 1895, to Hungarian parents in the city of Poz-
sony (Pressburg) which is today the city of Bratislava,
Czechoslovakia. During 1915, Udvardy was called to military
service.After reporting for duty he was assigned to the Austro-
Hungarian Infantry-Regiment No. 72. Shortly after completion
of basictraining, he volunteered for the Army Air Service and
was accepted. His initial assignment was to a pilot's training
course at the training unit Fliegerersatzkompanie 6 (Flek 6).
Eventually,after considerable delay, Udvardy took the course
and completed it successfully. On September 21, 1916, he was
both declared a pilot and promoted to the rank of Korporal
(Corporal).
On October 1, 1916, Udvardy received his first frontline com-
bat assignment when he was posted to Flik 10, a general ser-
vice squadron stationed on the Russian front. In very short
order, Udvardy realized that it was fighters he wished to fly,
not two-seaters. After only six combat missions with Flik 10,
he volunteered for fighter pilot training. In January, 1917, his
requestfor transfer was accepted and he was posted to a fighter
training unit. There he learned the special skills of his new
trade, flying mainly the Hansa-Brandenburg D.I "KD" fighter.
The KD was a relatively speedy and generally effective fighter
aircraft that also could be quite treacherous, particularly at low
speeds and low altitudes.
During May, 1917, Udvardy received his duty assignment as
a fighter pilot when he was posted to the newly-established
Flik 42), where he would remain until the war ended. Flik 42J
was the second pure fighter squadron in the Army Air Service,
the first having been Flik 41), led by Godwin Brumowski. The
first CO of Flik 42), and its leader for much of its history, was
Hauptmann (Captain) Ladislaus Hary, a superb leader who
combined intelligence with sensitivity and toughness, and who
was both loved and respected. During the history of this
squadron, besides Udvardy, no fewer than eight other aces
would stand on its duty roster (Johann Risztics, Ernst
Strohschneider, Karl Teichmann, Otto Jager, Friedrich Hefty,
Karl Patzelt, Franz Graser, and Georg Kenzian). The aircraft
flown by the squadron consisted initially of Hansa-Brandenburg
D.I "KD" fighters. Somewhat later, the unit would receive
Albatros D.III (Oef) fighters and Aviatik D.I ("Berg") fighters
as well. In late 1917, some Phonix D.I fighters were also flown
by Flik 42J. Finally, as time progressed into 1918, the unit's
equipment became almost solely Albatros D.III (Oef) fighters.
Starting October 29, 1917, the squadron was ordered to paint
the wheel covers of its aircraft red and white as a unit mark-
ing. In addition, personal markings were also used. Udvardy's
Albatros D.III (Oef) 153.42 bore a large red heart on each side
of its fuselage. His later Albatros fighters bore a large numeral
"7" on the fuselage sides. This numeral was part of a system
evolved to facilitate recognition in the air. Other pilots bore
their own individual numerals; e.g., each of Friedrich Hefty's
aircraft bore a "6," and Feldwebe/ Ferdinand Takacs' aircraft

117
 each bore the numeral "9."
The duties performed by Flik 42J covered just about every-
thing that could be asked of a fighter squadron. This included
aerial interception, light bombing, ground attack in support
of infantry, and enemy airfield destruction. In addition, a con-
siderable amount of air time was logged flying escort for two-
seaters of other squadrons involved in the ever more-hazardous
tasks of reconnaissance and artillery direction. During virtually
every month, Flik 42J was among the most busy of the fighter
squadrons and in fact was often the busiest of all. Consider-
ing the quality of its pilots, the amount of service rendered
month after month, and its overall success, it is quite possible
that Flik 42Jwas the finest fighter squadron in the entire Army
Air Service.
As befits a fighter ace, Udvardy opened his scoring with a
double victory. On July 10, 1917, flying Hansa-Brandenburg KD
28.42, Udvardy encountered an Italian SPAD and engaged it
in a dogfight. In rather short order he defeated the foe, send-
ing him crashing down onto the slopes of Monte Sabatino.
Udvardy then engaged a Nieuport fighter and shot it down just
behind the Italian lines. The Austro-Hungarian artillery in the
area zeroed in on the downed Nieuport and totally destroyed it.
Ten weeks later, Udvardy scored another "double." On
September 23, flying together with Oberleutnant in der Reserve
(Reserve First Lieutenant) Ernst Strohschneider, Udvardy
attacked an Italian Savoia-Pomilio reconnaissance two-seater
and shot it down behind enemy lines near Kostanjevica. Im-
mediately afterwards, Udvardy and Strohschneider attacked a
SPAD bearing French cockades and downed it in almost the
same location.
Three days later, Udvardy became an ace. Flying with several
other pilots from Flik 42), he shot down a SPAD near Ronchi
for his fifth confirmed aerial victory.
In July, 1917, Udvardy had been promoted to Zugsfiihrer
(Sergeant) and had also received the Hapsburg Monarchy's
highest possible award for an NCO, the Gold Bravery Medal.
The two pilots with whom Udvardy was closest at Flik 42Jwere
aces Friedrich Hefty and Johann Risztics. They often flew
together and often played together as well. When Risztics
received the Gold Bravery Medal in August, 1917, and Hefty
received it in October, 1917, these three talented pals were
dubbed by their squadron mates "Arany Triumviratus",
Hungarian for "The Golden Triumvirate."
118
The 12th Battle of the lsonzo (Battle of Caporetto, October
24 - November 7, 1917) saw a marked increase in the intensity
of aerial combat. On October 26, 1917, Udvardy combined with
Ernst Strohschneider to shoot down an Italian seaplane near
Grado. The next day, Udvardy provided part of the protective
cover for a squadron of Austro-Hungarian flying boats from the
Trieste Naval Air Station. While the flying boats were bomb-
ing and shooting up the Italian positions near Doberdo, they
were attacked by a flight of four Italian Nieuport fighters. In
the wild melee which followed, Udvardy was struck in the knee
by an Italian bullet, and was barely able to coax himself and
his shot-up Albatros back to his own airfield at Prosecco. His
knee eventually mended but he required three months of
hospitalization.
On May 20, 1918, Udvardy resumed his scoring when he
downed an Italian Hanriot fighter over the Montello for his
seventh victory. His final victory came one month later on June
20, 1918, in the "Air Battle over the Montello." At 1040 hrs. in
the morning, flying Albatros D.III (Oef) 153.165, he enagaged
a Hanriot and shot it down near Nervesa for his eighth and final
victory. Of interest is the fact that, of his eight victories, six were
modern single-seat fighters.
Udvardy continued to fly until the end of the war but, as is
so often the case, no further victories were to be his. On
October 27, 1918, he became someone else's victory when he
was forced to make an emergency landing after a dogfight. He
escaped unharmed.
Two of Udvardy's decorations in 1918 offer a comment about
his stature as a fighter pilot. During June, he was awarded the
Gold Bravery Medal for the second time, becoming one of eigh-
teen NCOs in the LFTto be so honored. One month later, when
he received the Silver Bravery Medal, 1st Class, for the third
time, he joined only seventeen other Army Air Service NCOs
who were accorded this distinction. He finished the war with
the rank of Stabsfeldwebel (Staff Sergeant).
After the war, Udvardy became a Hungarian citizen. In 1919,
he flew in the defense of his new country, serving in the Eighth
Squadron of the Red Air Force, along with such men as
Ladislaus Hary, Stefan Fejes, Alexander Kasza, and Johann
Risztics.
Unfortunately, other details of his life are lacking, save for
the fact that, according to Friedrich Hefty's son, Udvardy died
soon after World War Two.
The pilots of Flik 42/, Pianzano airfield, late April, 1918. Those with five or more total victories are: Front row:
third from right, "Zugsfiihrer" Franz Oberst (7 victories, 4 confirmed); far right, "Zugsfiihrer" Anton Aussitz
(5 victories, 3 confirmed). Back row: second from left, Friedrich Hefty (9 victories, 5 confirmed); third from
right, "Leutnant" Ladislaus Ujvari (6 victories, 4 confirmed); second from right, Johann Risztics (7
victories); far right, Ferdinand Udvardy (8 victories). Seated in the back row, fourth from the
right, is the squadron's superb CO, "Hauptmann' Ladislaus Hary. (Meindl Photo)

"Stabsfeldwebel" Ferdinand Udvardy, Flik 42/, 1918. The stars and

lace on his collar indicate his rank. The medal at the far left is
the Gold Bravery Medal, the Hapsburg Monarchy's highest
CO award. The metal band across its ribbon indicates a
second award of it. (Winkler Photo via D'Ami)

119
"Oberleutnant in der Reserve" Josef Friedrich, 1918. The two gold stars indicate
his rank, while the gold balloon denotes the Army Air Service. Photo is signed
"Friedrich Obit." (Meindl Photo)
 Albatros O./II (Oef) 53.29, Pergine airfield, summer 1918. Flying this air-
craft with Flik 24, Friedrich scored his seventh and last victory when
he blew up an Italian balloon over Monte Pau, November 3, 1917.
(Lahner Photo via Meind/)

JOSEFFRIEDRICH

He was a loyal and dedicated soldier of the Emperor. His in-
dustrious development of his inherent talents and intelligence
led him, in turn, to be a superb aerial observer, reconnaissance
pilot, fighter pilot, and, lastly, pilot teacher. In each of these
capacities, save teacher, he scored at least one aerial victory.
His total of seven confirmed victories ranks Josef Friedrich 22nd
on the list of Austro-Hungarian aces.
He was born September 12, 1893,of Sudeten-German parents
in the town of Zwikan, Bohemia, in what is today Czecho-
slovakia. When war erupted in 1914, Friedrich was a university
student aspiring to become an engineer. Acting on the feeling
that his country needed him more than the university, he
resigned from his studies and joined the Austro-Hungarian
Army.
Friedrich's first duty assignment was to the k.u.k. Kaiser-
Schiitzen Nr. 1, an infantry unit. After serving with this unit
for over a year, he requested a transfer to the Army Air Service
(LFT).During November, 1915, his request was granted and he
wasassigned to the Officer's Flight School in Wiener-Neustadt
for the purpose of learning the skills of the officer-observer.
Towards the end of his time at the school, he was promoted
to Leutnant in der Reserve (Reserve Second Lieutenant).
After completion of his training in late January, 1916, Friedrich
was assigned as an officer-observer to Flik 16, stationed at
Villach airfield on the Carinthian front, in the southeastern cor-
ner of present-day Austria. The squadron CO was Hauptmann
(Captain) Raoul Stojsavljevic, one of the truly great men of the
Army Air Corps. The Flik's assigned mission was reconnaissance
of the entire Carinthian portion of the front. The aircraft
represented a variety of two-seaters, most of which were of the
various series of the ubiquitous Hansa-Brandenburg C.I
biplane.
While Flik 16 was generally a very fine squadron, it was the
teamwork of Stojsavljevic and Friedrich that became legendary
in the Army Air Service. Raoul Stojsavljevic was a brilliantly
talented and innovative pilot, while Friedrich tended to be more
subdued and methodical. Raoul was somewhat dashing and
mercurial, while Friedrich's approach to any given situation was
generally more analytic and systematic, like the engineer he
had studied to become. There was an excellent meshing of their
talents and personality traits. Perhaps more important than
anything else, they genuinely liked each other. Raoul and
Friedrich held each other in great respect and admiration. Their
communication was superb and it eventually developed to the
degree that they felt they were flying their aircraft as one per-
son. They made a truly formidable combat team, excelling in
all facets of their duties. Their total of four confirmed victories
scored together matches the highest total scored by any two-
seater crew in the entire Army Air Service.
The team of Stojsavljevic and Friedrich opene,d its scoring
on the morning of July 4, 1916. At 0825 hours, while artillery
spotting in Hansa-Brandenburg C.I 64.14, they were attacked
by two Italian Farman two-seaters. With Raoul flying the air-
craft skillfully, Friedrich, manning their aircraft's single machine
gun, placed several bullets through the fuel tank of Farman
serial M.F. 857 and forced it to make an emergency landing near
Malborghet where both the aircraft and crew were captured.
Three weeks later, their next victory was somewhat more dif-
ficult. They encountered an Italian Farman over Monte Paularo
and immediately attacked it. The Italian crew also had come
to fight and the two aircraft slugged it out for over 45 minutes
before Raoul and Friedrich finally emerged victorious.
Their third victory came on August 7. Their aircraft, Hansa-
Brandenburg C.I 64.13, was armed with a machine-gun each
for Stojsavljevic and Friedrich, who engaged a Farman two-
seater over the front lines. Following the first bursts of fire from
121
 the Brandenburg, the Farman's gunner slumped in his cockpit,
either dead or severely wounded. Soon afterwards, the Italian
aircraft plunged precipitously into the Val di Raccolana and
crashed.
The team's next victory was some time in coming but proved
to be worth the wait. On April 17, 1917, flying Hansa-
Brandenburg C.I 68.11, Raoul and Friedrich scored a particularly
satisfying victory over an Italian Farman which they were able
to force to land on their own airfield where both the enemy
crew and their aircraft were captured essentially unharmed.
All during his first year at Flik 16, while fulfilling his main
duties as an officer-observer, Friedrich also had seized every
opportunity he could to learn how to fly. By January 8, 1917,
it was felt that he had achieved sufficient piloting skills to be
named Feldpilot (Field Pilot). A short six days later he was
awarded the coveted Felqpiloter-,-Abzeichens (Field Pilot's
Badge). So it was thaY,on May 3, 1917, when Friedrich became
an ace, he wasyil6ting Hansa-Brandenb~rg C.I 68.59 with Leut-
nant Hans Rucker as observer. He engag d an Italian Farman
~;s~and, with only 50 shots from Ru ker's machine gun,
~it-d~wn into the Seebach Valley for is fifth confirmed
aerial victory. It is worth noting that Josef Frie~rich finally receiv-
ed Austrian Pilot's Certificate No. 2276 on uly 2, 1918!
For his excellent service at Flik 16, Friedri h received many
formal commendations and, in addition, wa~ decorated with
the Bronze Military Merit Medal as well as 'rith the Military
Merit Cross, 3rd Class, with War Decoration,and Swords.
At the end of July, 1917, Friedrich was assigned as an officer-
pilot to Flik 24, stationed at Pergine airfield on the south-
Tyrolean front approximately 70 miles northwest of Venice. The
airfield was a converted hayfield squeezed into a narrow por-
tion of the Val Sugana and was used by several\squadrons,
among them Flik 24 and Flik 55J. The CO of Flik 24 was an of-
ficer of Czech background, Hauptmann Gustav Studeny. The
squadron was a general service unit, involved mainly in recon-
122
naissance and light bombing. Besides the various two-seaters
at the squadron, there also were a small number of fighters
used to provide escort for the two seaters.
On August 18, 1917, flying Albatros D.III (Oef) 53.38 as escort
for one of the Flik 24 two-seaters, Friedrich intercepted a SPAD
which attempted to attack the two-seater. In a furious gun battle
over Monte Lisser, Friedrich finally sent the Italian crashing onto
enemy territory near Grigno.
Ten weeks later, Friedrich closed his personal scoring book
when he blew up an Italian observation balloon over Monte
Pau, flying Albatros D.I11 (Oef) 53.29.
From February to April, 1918, Friedrich was assigned to Flik
55J,also at Pergine airfield, as a fighter pilot but saw little active
service during this time. He then went back across Pergine air-
field and rejoined Flik 24 where he stayed until June, 1918.
During his service at Flik 24, Friedrich's contributions were
acknowledged by the following: promotion to Oberleutnant
in der Reserve (Reserve First Lieutenant) on May 1, 1918; the
Silver Military Merit Medal; a second award of the Military Merit
Cross, 3rd Class, with War Decoration and Swords-making
him one of only 18 LFTofficers to receive this significant award
twice.
During June, 1918, Friedrich was assigned to the Fighter Pilot
School at Pergine airfield. In mid-July 1918, he was one of the
pilots selected to participate in the evaluation of new fighter
types held at Aspern airfield near Vienna.
During August, 1918, Friedrich was appointed interim CO of
the Fighter Pilot School that formed part of the Field Flying
School at Neumarkt. He was in this post when the war ended.
Following the end of the war, Friedrich returned to school
and finished the studies he had left in 1914. As a Diplom-
lngenieur (Certified Engineer), he lived and worked in
Reichenberg, Czechoslovakia.
His exact date of death is unknown.
Hansa-Brandenburg C.I. 64.14, Flik 16, Villach airfield, summer, 1916. Josef Friedrich and Raoul Stojsavljevic scored their first victory in this
aircraft. Note the observer's machine gun and the small serial numbers stencilled across the middle of each interplane strut. (Stach Photo)

A remarkable photo taken by the observer of a grateful two-seater crew of Flik 24, August 18, 1917. Josef Friedrich, in
Albatros 0./11 (Oef) 53.38, was flying as protective escort when an Italian SPAD attacked the two-seater. He downed
the SPAD in a torrid gun battle and returned to the formation waving his left fist in triumph! Note the Flik 24
squadron marking of black nose, wheels, and struts. (Kostrba Photo)

123
"Oberleutnant in der Reserve" Ludwig Hautzmayer, CO Flik 61/, April 1918. The
two stars on his collar indicate "Oberleutnant" rank. The large medal on the
left end of his medal row is the Order of the Iron Crown, 3rd Class, with
War Decoration and Swords, a very high honor. (Morath Photo via Meind/)
 Haidenschaft airfield, Jsonzo front, 1916. These are the combined Fokker
"Eindeckers" of Fliks 4, 8, and 19. It was not uncommon for the fighter
aircraft of the squadrons in a given area to be grouped together for
greater combat effectiveness. The serial numbers of these aircraft,
Austro-Hungarian designation "A.Ill", from left to right, are:
03.42, 03.41, 03.52, and 03.51. Hautzmayer was one of the
rare LFT pilots to score multiple "Eindecker" victories.
(Meindl Photo)

LUDWIG HAUTZMAYER

Ludwig Hautzmayer was one of the fine fliers and leaders
of the Austro-Hungarian Army Air Service (LFT). He attained
sevenaerial victories, but this seemed almost incidental to the
extremely varied and long active service he rendered to the
Dual Monarchy, lasting from the declaration of war June 28,
1914,to the armistice on November 4, 1918. He was one of the
very first reserve officers to command a fighter squadron.
Hautzmayer was born April 25, 1893, in the city of Furstenfeld,
about 80 miles due south of Vienna in a part of Austria called
Styria. He attended the Rea/gymnasium in Graz, and later
becamea student in the Department of Mechanical Engineer-
ing at the Technical University in Graz. His free time was oc-
cupied with activities such as swimming, mountain climbing
and motorcycle racing.
As a Leutnant in der Reserve (Reserve Second Lieutenant),
Hautzmayer was assigned to the Seventh Infantry Regiment of
the Austro-Hungarian Army when war erupted in July, 1914.
He soon found himself on the Russian front, where he suffered
a severe leg wound September 8, 1914. After recovery, he
volunteered for the k.u.k. Airship Section, and was readily
accepted.His training as an Officer-Observer and Technical Of-
ficer took place at Aspern airfield near Vienna with Fliegerer-
satzkompanie 1.
On March 15, 1915, Hautzmayer was assigned as an Officer-
Observer and technical officer to Flik 15, based at Brzesko air-
field on the Russian front. The Flik CO was Oberleutnant (First
Lieutenant) Ernst Freiherr von Mandelsloh. The squadron was
heavily involved in the great offensive of May, 1915, in which
the German Eleventh Army (consisting of eight German and
four Austro-Hungarian divisions), under the command of Prus-
sian Genera/feldmarscha/1 (Field-Marshal) von Mackensen,
rather quickly drove the Russian forces from the province of
Galicia.Key to the Eleventh Army's success was the high-quality
aerial observation and guidance provided by the flying units
to the terrific artillery barrages leveled upon the Russians. In
this campaign, Hautzmayer distinguished himself as an ex-
cellent observer and aerial radio-operator. He also participated,
with Flik 15, in von Mackensen's successful campaign in Ser-
bia, in the autumn of 1915. Altogether, Hautzmayer flew 40 mis-
sions against the enemy, all in Albatros 8.1 biplanes of series
23. and 24. His evaluation at Flik 15 reads, in part, "He is
unusually keen, a born daredevil, loving danger. He is self-
assured, a welcome partner in any aircraft's crew, a beloved
comrade, always cheerful, and youthfully indefatigable." His
decorations at Flik 15 included the Silver Military Merit Medal
and the Bronze Military Merit Medal. (As with most other items
in the rigidly-stratified LFT, the medals awarded officers and
the medals awarded non-officers were completely different.)
Hautzmayer's repeated requests for pilot training were finally
answered in mid-November, 1915. He underwent three months
of training not only as a pilot, but also as a fighter pilot. This
was possible because the LFT had acquired its first true fighter
aircraft in late 1915, when a mixed group of 13 Fokker E.I and
E.III monoplanes was purchased from Germany. This advance
in equipment was at least moderately offset by Germany's in-
sistance that the Eindeckers not be flown over the front lines,
for fear that the Fokker machine-gun synchronization device
would fall into enemy hands.
Hautzmayer was assigned in February, 1916, to the newly-
established Flik 19, stationed on the lsonzo front at
Haidenschaft airfield, under the capable leadership of Haupt-
mann (Captain) Adolf Heyrowsky. He was appointed Chefpilot
(deputy CO) of the squadron. Although he would not leave Flik
19 for almost two years, his first flight at the unit would always
remain unforgettable: On February 18, 1916, it was learned that
Italian three-engined Caproni bombers were attacking the ci-

125
 attacking the city of Laibach (today Ljubljana, Yugoslavia), far
behind the Austro-Hungarian front lines. Hautzmayer took off
in Fokker E.I 03.52 to intercept the bombers on their return
flight. His attempt was successful and, together with aircraft
from Flik 4 and Flik 8, he forced Caproni Ca.703 of the 4th
Bomber Squadron to land near Merna. The pilot, Capitano (Cap-
tain) Tullio Visconti was killed, while the copilot was taken
prisoner. This was Hautzmayer's first frontline flight as a pilot
and his first aerial victory! (See Heinrich Kostrba).
The area of operations for Flik 19 changed little between
February, 1916, and October, 1917, because of the nature of
the war in that portion of Italy. The lsonzo River runs north-
south and empties into the northeast corner of the Adriatic Sea.
Military movements in this part of Italy resembled those on the
Western Front as, for example, in Belgium. In the course of
eleven "Battles of the lsonzo," small gains were alternately
made by one side and then the other, but the entire front never
moved far from the lsonzo River. It was only with the enor-
mous German/Austro-Hungarian breakthrough at Caporetto
during October, 1917, that the front lines were quickly moved
some 60 miles to the west, stopping only 20 miles short of
Venice. The Battle of Caporetto was the twelfth, and last, Battle
of the lsonzo.
While the lsonzo front moved little, the fliers of Flik 19 had
no trouble keeping themselves occupied. Hautzmayer was no
exception. He flew a wide variety of aircraft, including both
reconnaissance and fighter types.
On March 27, 1916, flying a Hansa-Brandenburg C.I., Hautz-
mayer took part in the famous night attack on the Piave river
bridge. On April 29, flying Hansa-Brandenburg C.I 26.08, he
forced an Italian aircraft to land near San Daniele for his sec-
ond victory. Interestingly, his observer on this flight was Leut-
nant in der Reserve (Reserve Second Lieutenant) Benno Fiala
Ritter von Fernbrugg, who would become his CO at Flik 51)
almost two years later. On August 9, 1916, he became one of
the few Austro-Hungarian pilots to score multiple victories in
a Fokker Eindecker, when he downed an Italian Caudron while
flying Fokker A.Ill 03.42, for his third victory.
Despite active flying, his next victory was a year in coming.
On August 28, 1917, he shot down a Caproni bomber near Mon-
falcone, while flying Albatros D.III (Oef) 53.62.
In his official evaluation of Hautzmayer, Adolf Heyrowsky
stated: "As a pilot, he is calm and prudent and dependable in
each situation. As a fighter pilot he is composed but keen. He
is eager and has had good success, shown good leadership and
also is good-natured and popular." It would seem that Hautz-
mayer's basic mixture of talent and skill noted at Flik 15 had
become seasoned with significant amounts of prudence and
maturity.
The decorations awarded Hautzmayer while at Flik 19 includ-
ed: the Austro-Hungarian Field Pilot's Badge; the German Pilot's
Badge; two awards of the Military Merit Cross, 3rd Class with
War Decoration and Swords, making him one of only 18 LFT
126
officers to receive this award twice; the Order of the Iron
Crown, 3rd Class, with War Decoration and Swords. He also
had been promoted to Oberleutnant in der Reserve (Reserve
First Lieutenant) on November 1, 1916.
On February 16, 1918, Hautzmayer came to Flik 51), a fighter
squadron stationed at Ghirano airfield, 30 miles north northeast
of Venice and just east of the Livensa River. He became the
unit's Chefpilot while the CO was his old friend, Oberleutnant
in der Reserve Benno Fiala. Interestingly enough, the one other
squadron stationed at Ghirano was Hautzmayer's old group,
Flik 19, for which Flik 51) often provided protective escort. From
this time until the war's end, Hautzmayer would fly nothing
but Albatros D.III (Oef) fighters of the series 153. and 253.
Hautzmayer became an ace on March 13, 1918.Flying Albatros
D.III (Oef) 153.142, he downed an Italian SIA 7b
reconnaissance/bomber which crashed and exploded north of
Spresiano. While at Flik 51), Hautzmayer received the Silver
Medal for Bravery, 1st Class, for Officers.
Upon the death of Oberleutnant in der Reserve Ernst
Strohschneider on March 20, 1918, Hautzmayer was appointed
CO of Flik 61). He thus became only the third reserve officer
in the LFT to be accorded the honor of leading a fighter
squadron. (Strohschneider was the first; Fiala the second.)
Flik 61) was stationed at Motta di Livensa, only five miles south
of Ghirano, and remained stationed there until the end of the
war. He also remained squadron CO until the war's end. If there
is one true measure of the effectiveness of his leadership, it
is this: Flik 61), a busy, frontline squadron, facing the best
enemy opposition, lost only four pilots to enemy action in the
seven months of Hautzmayer's command-a truly enviable
record.
Hautzmayer's personal scoring ended with two victories dur-
ing October. On the seventh, flying Albatros D.III (Oef) 253.26,
he engaged a British aircraft and shot it down over enemy ter-
ritory west of San Dona di Piave for his sixth confirmed aerial
victory. His seventh and final success came on the 27th when
he downed an Ansaldo SVA-5 over Portobuffole airfield.
Hautzmayer's final war decoration was one of the highest
possible for officers, the Knight's Cross of the Order of Leopold
with War Decoration and Swords. He was one of only 25 of-
ficers in the entire LFT to receive this award.
After the war, Hautzmayer married a Hungarian woman
whom he must have loved very much, since, although he
basically spoke no Hungarian, he became a Hungarian citizen
and changed his Germanic name to the Hungarian name, La-
jos Tatai. He became a pilot for the Hungarian commercial
airline MALERT. On December 6, 1936, he met a flier's death
when, during an approach flight to Croyden airport near Lon-
don through thick fog, his aircraft struck the smokestack of
a factory and crashed.
Despite his Hungarian name and citizenship, he was buried
in the Hietzing Cemetery in Vienna.
Flik 61/, Motta di Livensa, April, 1918. The second and fifth aircraft from the right, Albatros 0./1/ (0ef) 153.32 and 153.117 respectively, were
flown by Hautzmayer. The Albatros on the far right, serial 153.144, was flown by ace Franz Graser. Note the red stripes on the wings and
tail surfaces as well as the red wheel covers. These 61/ unit markings were useful for fast aerial identification. (Morath Photo via Meind/)

Flik 61/, Motta di Livensa, April, 1918. Albatros 0.111 (0ef) 153.32,
crashed by "Zugsfi.ihrer" Adolf Rein/. Note the red wing and
tail bands and red wheel covers of Flik 61/. The fuselage
bands of white and red are probably a carry-over from
the aircraft's service with Flik 19, where Ludwig
Hautzmayer flew it. (Morath Photo via Meind/)
Albatros 0./1/ (0ef) 153.145, Flik 61/, Motta di Livensa, March, 1918.
Note the overall dark brown camouflage and the red wheel
covers. This plane was flown by Ludwig Hautzmayer in
April, 1918, after taking command of Flik 61/.
(Morath Photo via Meindl)

127
"Leutnant in der Reserve" Otto Jager, Flik 10, Russia, late 1916. The ribbons on the
left breast represent the Silver Bravery Medal, 1st Class, and the Bronze Military
Merit Medal. The oblique ribbon in the center of his chest denotes the
Prussian Iron Cross, 2nd Class. (War Archive Photo via Meindl and Kostrba)
 Aviatik 8.11 two-seaters of Flik 3 on the Russian front. Otto Jager served
with this unit in the late spring of 1917. Note the gently rolling nature
of the terrain. (War Archive Photo via Meind/)
OTTO JAGER
Otto Jager was a fine person and a superb soldier. His
toughness, determination and courage enabled him to survive
an almost-incredible series of wounds and injuries, always to
return to combat. When his repeated woundings finally
rendered him unfit for further infantry service, he turned to
the Army Air Service. There he excelled in all phases of avia-
tion, accumulating seven confirmed victories in the course of
his service as a technical officer, observer, two-seater pilot, and
fighter pilot. It is fitting that, when Otto Jager died, he was in
combat, just after scoring his last victory.
He was born to Sudeten-German parents on April 6, 1890,
in the city of Asch, West-Bohemia, in what is today Czecho-
slovakia. After attending the State Trade School, Jager joined
the Austro-Hungarian Army in 1909, to satisfy his military ser-
vice obligation. During this service, he achieved the rank of
Fahnrich in der Reserve (Reserve Ensign).
With the outbreak of war in 1914, Jager rejoined the army
and was sent to the Russian front as a member of the Austro-
Hungarian Infantry Regiment No. 67. With this unit, he
rendered excellent service and was promoted to Leutnant in
der Reserve (Reserve Second Lieutenant) on November 1, 1914.
The promotion was not without its price since, on August 30,
1914,he had been severely wounded for the first time. His in-
fantry service continued into 1915, and so did his injuries. On
March 21, 1915, he was severely wounded in the chest. Again,
as soon as he had recuperated, or sooner, he returned to his
unit. On May 17, however, Jager was shot through the lung and
required more extensive hospitalization than previously. When
he began to request a return to the front lines, he was informed
in no uncertain terms that he was through with infantry combat.
The Emperor had been appreciative of Jager's service in
Russia,bestowing upon him the Bronze Military Merit Medal
and an even higher honor, the Silver Bravery Medal for Officers,
1st Class. The German government had also awarded him the
Prussian War Service Medal.
From his third rehabilitation, he was assigned as an educa-
tional officer to a training unit based in Hungary. It was not
long before the relative inactivity of his new post began driv-
ing him crazy. Before long, and realizing that frontline infan-
try service was out of the question, Jager applied to the Army
Air Service. He was quickly accepted and sent to the Officers
Flight School in Wiener-Neustadt for training as an officer-
observer and as a technical officer.
In the late spring of 1916, Jager was assigned to Flik 10, a
general service squadron based on the Russian front under the
command of Hauptmann (Captain) Erich Kahlen. This unit per-
formed many tasks but its most vital ones were related to
various forms of reconnaissance. Jager was particularly skilled
as an observer and, in addition, his proficiency with a machine
gun proved to be a decided asset. On May 5, 1916, Jager scored
his first victory, flying as observer with pilot Zugsfiihrer
(Sergeant) Karl Urban (see Karl Urban).
Four weeks later, on June 3, flying in Knoller-Albatros B.I 22.31
with pilot Zugsfiihrer Fritz Rottmann, in a two-aircraft rotte
together with Knoller-Albatros B.I 22.13, Jager attacked a Rus-
sian aircraft described as a "large Farman." After a fight of
moderate duration, the combined fire of the machine guns of
the two Austro-Hungarian observers forced the enemy crew
to make an emergency landing behind Russian lines.
Four days later, Urban and Jager were flying together again
when they downed two Russian Farmans. On August 2, they
scored their last victory together when they downed a Russian
Sikorsky bomber (for details of these combats, see Karl Urban).
The victory over the Sikorsky gave Jager his fifth confirmed
triumph.
For his service with Flik 10, Jager received the Silver Military
129
 Merit Medal as well as the Military Merit Cross, 3rd Class, with
War Decoration. In addition, he received the Prussian Iron
Cross, 2nd Class. All three of these were significant honors.
On August 1, 1916, he was promoted to Oberleutnant in der
Reserve (Reserve First Lieutenant).
During September, 1916,Jager's request for pilot training was
granted and he spent the next three months at several train-
ing units, Fleks 2, 16, and 8. On December 19, he received the
Austrian Pilot Certificate No. 562.
In the middle of March, 1917, Jager was posted to Flik 17,
a general service squadron stationed at Gardolo airfield on the
south-Tyrolean front under the command of Hauptmann Eugen
Steinner-Goltl. Jager's time at the unit was abruptly ended on
May 2, 1917, when, in a freak accident, he was struck across
both legs by a revolving propeller and sustained another severe
injury.
After recuperating from this latest injury, Jager was assigned
in July, 1917, to Flik 3 on the Russian front; he was reassigned
almost immediately to Flik 27, also in Russia. Here, he flew a
variety of aircraft in a broad spectrum of roles. He particularly
distinguished himself with close contact infantry support mis-
sions flown during the last Russian offensive of the war (the
130
"Kerensky Offensive"). At this time Jager also scored his first
victory in a fighter aircraft. On July 20, while flying Albatros
D.III (Oef) 53.45, he intercepted a Russian two-seater ("with a
stationary engine") over Wybudow, north of Brzezany, and
forced it to make an emergency landing. The victory was con-
firmed by the two-seater crew for whom Jager was providing
protective escort.
Jager's final duty assignment came at the beginning of
August, when he was made a fighter pilot in the elite fighter
squadron, Flik 42J. This unit was stationed at Sesana airfield
east of Trieste on the lsonzo front, and was under the extremely
capable leadership of Hauptmann Ladislaus Hary.
Jager died in a brand-new aircraft. At 0840 hours on the morn-
ing of August 19, 1917, while flying Albatros D.I11(Oef) 153.14,
which had just arrived at the squadron, he attacked an Italian
reconnaissance two-seater over Mt. Hermada and shot it down.
A dogfight immediately thereafter with an Italian Nieuport was
a losing one for Jager. The wings of his fighter, doubtlessly shot
through by the Italian's gunfire, collapsed in mid-air.
He was buried with all honors on August 21, 1917.
Otto Jager was posthumously made a holder of the Order
of the Iron Crown, 3rd Class, with War Decoration and Swords.
Albatros 0./11 (Oef) 53.45, crashed by "Feldwebel" Johann Skvor, October 28, 1917, due to engine failure, Flik 27, Russia. In this aircraft, Otto
Jager scored his first victory as a fighter pilot, downing a Russian biplane over Brzezany, July 20, 1917. Rudolf Szepessy-Soko/1 also scored
his third victory in this aircraft, October 4, 1917. Note the local urchins on the right. (Stach Photo)

The funeral of Otto Jager, August 21, 1917. His name is painted in white letters on the center of the cross. On
the coffin is an "Ordenskissen" (Orders cushion) bearing lager's decorations and badges. His Austro-
Hungarian and German pilot's badges are affixed to the lower left and lower right portions of the
cushion, respectively. Note the uniform of the Austro-Hungarian Army chaplain at the right.
(Meindl Photo)

131
"Hauptmann" Josef van Maier, CO Flik 55/, 1918. The three collar stars denote his
rank and the gold balloon indicates the LFT. On February 21, 1918, van Maier was
awarded the decoration he is shown wearing, the Knight's Cross of the Order of
Leopold, with War Decoration (the crown above the cross) and Swords (the
crossed swords on the ribbon). Only 25 officers in the entire Army Air
Service received this very high award. (Lahner Photo via Meindf)
 Hansa-Brandenburg C./ 64.22, Flik 13, Debelowka airfield, eastern Galicia,
Russian front, August, 1916. This aircraft was frequently flown by
von Maier while with Flik 13. "Vici" is Latin for "I conquered."
Note the flight leader's pennant hanging from the tail.
(Masajdek Photo via Meindl)

JOSEFvon MAIER

When any group or organization does particularly well, at-
tention is usually, and appropriately, paid to its leadership.
When a newly-established fighter squadron achieves success
so outstanding that it is accorded the sobriquet Kaiser-Staffel
("Emperor'sSquadron"), only the highest praise can be directed
at its commanding officer. When this CO has seen frontline
servicevirtually every day of World War One, is very highly
decorated, and is also an ace with seven confirmed victories,
the questions naturally arise: "What was his name? What was
he like?" This is Josef von Maier's story.
Von Maier was born in 1889, in the city of Poszony (today
Bratislava,Czechoslovakia). Despite his Germanic name, his
parents were both Hungarian and he was Hungarian to the
core. He chose the military for his career ant!, in the time before
World War One, had achieved the rank of Oberleutnant (First
lieutenant), serving with Engineer Battalion No. 5.
Von Maier eventually joined the Army Airship Detachment
and,with the outbreak of war, was posted to Flik 14 on the
Russian front in the capacity of an officer-observer. His CO was
Hauptmann (Captain) Jeno. Kara.
The first weeks of the war brought von Maier considerable
excitement, particularly on August 12, 1914. On that day, he
took off on a reconnaissance mission with pilot Zugsfiihrer
(Sergeant)Johann Varga, flying in a lohner B.V biplane named
"Bellona." As they crossed the Russian lines, one of their
engine'scylinder cooling jackets began suddenly to leak. They
turned for home but soon the engine had lost so much water
that it seized.They made a forced landing near Walawka, north
of Sokal, on enemy territory. To keep their aircraft from cap-
ture, von Maier and Varga set fire to it. They then carefully made
their way through heavy patrols of Cossacks back to their
airfield.
After repeated requests, von Maier finally received permis-
sion to begin pilot's training in April, 1915. He completed this
course at Flik 16 which, at the time, was being used as a train-
ing squadron. On September 1, 1915, von Maier received
Austrian pilot certificate No. 205.
In October, 1915, von Maier was assigned to Flik 13 as Chef-
pilot (Deputy Commander). This squadron was based on the
Russian front at this time but was posted to the Romanian front
during August, 1916.Von Maier's service with Flik 13 was varied
and of long duration and high quality. His government's opi-
nion of the value of his labors was expressed in 1916, by the
awards of both the Bronze and the Silver Military Merit Medals,
and in 1917, by the award of the Order of the Iron Crown, 3rd
Class, with War Decoration and Swords, a very high honor.
Among the many aircraft von Maier flew with Flik 13 was Hansa-
Brandenburg C.I 64.22, marked on the sides of the fuselage with
the word "Vici" (Latin for "I conquered").
In April, 1917,von Maier requested, and was granted, posting
to fighter-pilot training which he successfully completed. In
July, he was appointed CO of the newly-established Flik 55J,
one of the earliest of the pure fighter squadrons. The Flik
entered service at Haidenschaft in the Wippach valley (lsonzo
front) in August, 1917.Towards the end of October, 1917, it was
moved to Pergine airfield in the Val Sugana on the south-
Tyrolean front, where it remained until the end of the war.
Pergine airfield was located in a rather narrow mountain
valley. The strongest point in its favor was the fact that it was
the flattest piece of ground for many miles around. (This field
is unused today, serving only as a farmer's hayfield). On the
north side of the airfield, up on the slope above a vineyard was
the Villa Giulia della Rosa, a mansion which served as the pilots'
quarters (and which serves to this day as a hospital for chronic
neurological diseases). It was in this setting that the reputation
of the Kaiser-Staffel was earned.
133
 To understand why Flik 55J was so good, there are several
factors which must be kept in mind. First, the squadron was
one of the first to be fully equipped with the Albatros D.III
fighter, a truly excellent aircraft that gave its pilots a slight
technical edge at the time over the opposition. Second, the mix
of pilot personnel was a truly felicitous one. There were a
number of talented, seasoned pilots such as Josef Kiss, Julius
Arigi, Georg Kenzian, Egbert Lupfer, and Josef von Maier. Com-
bined with these men was a group of eager and ambitious
young pilots such as Alexander Kasza, Franz Lahner, Alois
Lehmann, Gottlieb Munczar and Emanuel Stumpa. Finally, there
was the energetic and able leadership of Josef von Maier, who
was much respected by the men who flew with him. He com-
municated well with his men, particularly the Hungarian pilots,
and especially Josef Kiss. Perhaps most importantly, by dint of
his personality and leadership, he managed to circumvent the
basic friction between officers and non-coms that was so much
a part of the forces of the Dual Monarchy.
When I visited Julius Arigi in 1977, we spoke about Flik 55J.
He said, "Josef von Maier was a basically good person who
made no problems because he was an officer and I was an
NCO. He communicated with us well. He and Kiss were par-
ticularly close since they came from the same hometown. They
often spoke Magyar (Hungarian) to each other. It was von Maier
who would knock on my door at the Villa each morning and
ask me 'How does your nose feel?' I was good at predicting
the weather and everyone thought my ability must lie in my
nose which is somewhat on the large side!"
If von Maier had a fault, it was that he was chauvanistic
towards the Hungarians in his charge. About this, Arigi said,
"Von Maier favored the Hungarians more than the others in
the squadron, but it created very few problems." A review of
von Maier's reports at Flik 55J shows that he generally did favor
the Hungarians he was evaluating, both in the length and the
flavor of his comments.
As is so often the case, von Maier's seven confirmed victories
came in a bunch, all occurring in 22 days starting November
15, 1917. On that date, von Maier, flying Albatros D.11I (Oef)
153.64, together with Arigi and Kiss, attacked a formation of
three Caproni bombers over Monte Summano. Initially, two
of the bombers were attacked and the third escaped. The pilot
of the third Caproni, Tenente (First Lieutenant) Gino Lisa, see-
ing the other two aircraft in trouble, valiantly turned his air-
craft around and rejoined the fight, which resulted in his death.
For this action, Gino Lisa posthumously became one of only
24 Italian airmen awarded the Gold Medal for Military Bravery.
For his part in the action, von Maier was credited with his first
and second victories.
Two days later, von Maier scored another "double." Again
flying Albatros D.11I(Oef) 153.64 in the same kette (three-plane
formation) with Kiss and Arigi, he attacked a group of three
Italian reconnaissance two-seaters south of Asiago-Arsiero. All
three were shot down in flames, with von Maier receiving credit
for one SAML and one Savoia-Pomilio aircraft.
The very next day, von Maier achieved ace status by down-
134
ing a Savoia-Pomilio two-seater over Monte Summano for his
fifth confirmed victory. Again, he was flying Albatros D.III (Oef)
153.64 and was in the same kette with Arigi and Kiss.
Von Maier's final two victories came as a double score on
December 7, 1917. In an Albatros fighter, he attacked two SAML
biplanes and sent both down crashing in flames on enemy ter-
ritory east of Asiago.
All of the Albatros fighters von Maier flew at Flik 55J were
marked with a large numeral "1" on the fuselage sides. His later
Phonix fighter carried a large letter "M" on each side of the
plane's body.
As the spring and summer of 1918 came, the luster of Flik
55)'s star began to wane and its pre-eminence among fighter
squadrons faded. The reasons for this are many and include
the following: in January, 1918, Kiss was severely wounded and
was never effective again, eventually being shot down and killed
in May; after January, Arigi was transferred to another unit
where his talents were needed even more than at Flik 55J; in
April, Kenzian left to take over command of Flik 68J; the air-
craft which replaced the squadron's Albatros fighters, the
Phonix D.11and D.lla, were barely a match for the equipment
of the opposition-thus the Flik had lost its technical edge.
During his service at Flik 55), von Maier was promoted to
Hauptmann (November 1, 1917). He also was decorated with
the Knight's Cross of the Order of Leopold with War Decora-
tion and Swords, becoming one of only 25 officers in the en-
tire LFT to receive this high honor.
Von Maier left Flik 55J in September, 1918, his place as CO
being taken by the squadron's former deputy commandant,
Oberleutnant Eduard Hebra. He took over command of the
Fighter Flying School which was stationed at Pergine and also
at Neumarkt in the Adige valley. He was there when the war
ended.
After the war, von Maier went to Hungary and became a
Hungarian citizen. In keeping with his deep pro-Hungarian feel-
ings, he changed his name to a Hungarian one Uoszef Modory).
In 1919, he served in the Red Air Corps, protecting Hungary
from the invading Czechs, Serbians and Romanians. In the
1920s he was active on the Board of Directors of the Aero Sport
Club of the Technical University in Budapest as well as serv-
ing as a pilot for the Hungarian Air Transport Company
(MALERD. In 1935, he was appointed commander of the Com-
bat School in Szombathely. In 1938, he was made supervisor
of the Air Force Academy. He retired in 1944, with the rank of
colonel.
In an inteview during December, 1983, Lieutenant Colonel
Aladar de Heppes (CO of the 101st Royal Hungarian Home
Defense Squadron in World War Two, with 8 victories), told
the author the following: "I knew Modory quite well in the
decades between the wars. He spoke Hungarian with a heavy
Austrian accent, something that might have had an adverse ef-
fect on his career. He was quite a good flier. Personally, he was
basically shy, likeable, and very easy-going. In all things he was
a real gentleman."
The squadrons based at Pergine airfield, in formation for a visit by Emperor Karl /, March 19, 1918. The Albatros fighters of Flik 55J occupy the
lower half of the photo. The three dark-painted fighters towards the center of the field include: on the left, bearing white number "1", Josef
van Maier's aircraft; in the center, Josef Kiss' fighter, marked with a white "K." (War History Museum Photo)

Josef van Maier's Albatros 0./1/ (0ef), possible serial 153.185, Pergine cemetry, May 27, 1918. The funeral of Josef Kiss. Josef van
Pergine airfield, Flik 55J, April, 1918. Note the dark Maier places the first spadeful of earth on the coffin of his
camouflage and van Maier's personal marking "1" beloved friend and comrade. (Lahner Photo via Meindl)
in black and white. Note the lozenge camouflage
pattern of the Aviatik 0./ "Berg" fighter in the
foreground. (Author's Photo)

135
"Feldwebel" Johann Risztics, Flik 42/, Italy, late 1917. Note his Field Pilot Badge on
his right breast pocket. The medal on the far left is the Cold Bravery Medal,
Austria-Hungary's highest award for an NCO. (Vagi Photo)
 Hansa-Brandenburg 0./ "KO" 28.58, 1917. Risztics flew this aircraft with
Flik 42J in July, 1917. The style of the black and white "3" is
characteristic of those used at Flik 42J. The serial number
apparently painted in light co/or actually represents the
effect of removing the original black paint with a razor,
done to maximize the clarity of the "3". The pilot in
t~e photo is "Offizierstellvertreter" Josef Siegel.
(Osterreich Nationalbibliothek Photo via Steiner)

JOHANN RISZTICS

Johann Risztics was an enormously talented pilot possessed
by a boundless love of flying. He was a fierce fighter who was
unfailingly dependable and courageous. He specialized in tak-
ing on the highest caliber of opposition-the enemy's fighter
planes. For his devotion to duty, he became one of only 18
NCOs in the entire Army Air Service to receive two awards of
the highest decoration for valor, the Gold Bravery Medal.
Risztics (pronounced Riz-tits) was born in 1895, in Budapest.
Both his parents were of South Slav ancestry. "Risztics" is the
way his family's name "Ristic" was spelled in the Hungarian
language (Magyar).
With the outbreak of war in 1914, Risztics joined Hungarian
Infantry Regiment No. 44 and went with this unit to the Rus-
sian front. In the heavy fighting in the Carpathians, he was
wounded on November 23. During the required recuperation
period, Risztics decided on a career change and volunteered
for the Army Airship Detachment.
After his acceptance by the Airship Detachment, Risztics was
assigned to the aircraft workshop at Fischamend at the begin-
ning of 1915. Soon realizing that his real passion lay with fly-
ing, he requested a transfer to pilot's training and this was
granted. In July, he began his training at Fliegerersatzkompanie
3 in Graz-Thalerhof. In addition to his great innate talent for
flying, he was also quite ambitious. These factors combined
to make him a fine student. On December 2, he was granted
Austrian Pilot Certificate No. 292. Four days later, he was pro-
moted to Gefreiter (Private).
In mid-March, 1916, Risztics was assigned as a pilot to the
newly-formed Flik 22, stationed on the Russian front under the
command of Hauptmann (Captain) Bela Losonczy von Losoncz.
This was a general service squadron. As was the case with vir-
tually all such units in Russia, the various forms of recon-
naissance were the tasks which occupied the majority of fly-
ing time. Among the other flyers present at Flik 22 at the time
was future ace Frank Linke-Crawford, who was serving as an
officer-observer. Risztics served well, and was recognized for
it. In August, he was awarded the Silver Bravery Medal, 2nd
Class. Four months later, he received an even higher award,
the Silver Bravery Medal, 1st Class. On February 10, 1917, he
was promoted to Feldwebel (Sergeant Major).
In April, 1917, Risztics was transferred to the newly-
established Flik 42), which was the LFT's second all-fighter unit.
In May, the squadron entered frontline service at Sesana air-
field on the lsonzo front in northeast Italy. The Flik's CO was
Hauptmann Ladislaus Hary, a superbly talented leader who
would later become a general in the Hungarian Air Force. The
squadron was initially equipped with Hansa-Brandenburg 0.1
"KO" fighters, but soon, Albatros D.III (Oef) fighters arrived
as well. Eventually, in 1918, the equipment of the Flik would
consist almost entirely of Albatros fighter planes. The person-
nel serving at Flik 42Jwas strictly top-notch. During its history,
a total of nine aces would, for varying lengths of time, fly with
the squadron. The unit also had more than the average share
of Hungarian pilots. The tasks performed by the squadron
covered a broad spectrum of activity, including such diverse
missions as interception of enemy aircraft; light bombing;
ground attack in close support of infantry-a very dangerous
occupation; attacks on enemy airfields; protection of friendly
two-seaters in the performance of their duties-a process that
became ever more deadly as the war progressed. The
squadron's aircraft also bore special markings. From October
29, 1917, onwards, Flik 42J was ordered to have its aircraft fly
with wheel covers halved in red and white as a squadron mark-
ing. In addition, for purposes of in-flight identification, Flik 42j's
aircraft bore large numerals on their fuselage sides. Individual
pilots tended to carry over the same numeral from one aircraft
137
 to their next. For example, Risztics carried number "3" initially
but later used number "8," while Friedrich Hefty's number was
consistently "6," and Ferdinand Udvardy used "7."
At 1000 hours on the morning of June 30, 1917,while escorting
a reconnaissance two-seater from Flik 4, Risztics turned his
Hansa-Brandenburg KD fighter into a charge of an Italian
Nieuport attempting to intercept the two-seater. With a short
demonstration of acrobatic flying and a brief burst of accurate
fire, Risztics sent the Nieuport crashing perpendicularly into
the ground near Podgera, behind the Italian lines. This was not
only his first victory but the first scored by any pilot of Flik 42J.
Ten days later, Risztics scored again. Flying together with Fer-
dinand Udvardy as escort for a pair of two-seaters from Flik
2, he noticed a Nieuport attempting to gain attack position on
the two-seaters. He signalled to Udvardy and, together, they
dove their KD fighters onto the Italian and shot him down over
Monte Sabatino. The Nieuport crashed just behind the Italian
lines at 1745 hours.
One month later, Risztics performed this same feat again. On
August 9, again flying as cover for a friendly two-seater, he
turned the tables on a would-be interceptor, downing an Italian
Nieuport in flames behind the enemy lines near Kolowrat. Two
days later, he shot down an Italian SPAD over Mt. Hermada
for his fourth confirmed victory. It is probable that Risztics
scored his fifth victory before the end of 1917, but details are
unfortunately lacking.
In July, Risztics received his second award of the Silver
Bravery Medal, 1st Class. An even greater honor was to come
the next month, however, when he was decorated with the Dual
Monarchy's highest award for a non-officer, the Gold Bravery
Medal.
Risztics' closest friends and flying comrades at Flik 42J were
fellow aces Friedrich Hefty and Ferdinand Udvardy. When all
three men received the Gold Bravery Medal in 1917, their
squadron mates accorded them the lovingly-respectful sobri-
quet Arany Triumviratus (Magyar for "The Golden
138
Triumvirate").
When the author spent some days in 1980, with Fred Hefty,
son of Friedrich Hefty, he had this to say: "As close as my father
was to Udvardy, he was even closer to Risztics. He thought
Risztics was a great pilot. More than that, he was very reliable,
especially in air combat, and would never leave you in a jam.
He was always the one who volunteered for the hardest mis-
sions. Hard as this seems to believe, my father and Risztics
loved to fly so much that they would try to pursuade other pilots
to let them fly their missions."
Risztics continued to fly at a furious pace. He distinguished
himself in the heavy air fighting accompanying the 11th Battle
of the lsonzo (August 18-September 15, 1917)and the 12th Battle
of the lsonzo (October 24-November 7, 1917).
On May 4, 1918, flying an Albatros D.III (Oef) fighter, Risztics
entered into a dogfight with a "Sopwith" fighter and shot it
down north of Cornuda for his seventh, and last, confirmed
victory. It is of interest to note that, of his victories where the
identity of his opponent is known, every one was a modern
single-seat fighter.
In May, Risztics received his second award of the Gold
Bravery Medal, joining only 17 other Army Air Service NCOs
having this distinction. That same month, with signs of com-
bat fatigue beginning to show, Risztics was transferred to the
Fliegerersatztruppe where he remained as a flight instructor
until the war ended.
After the war, Risztics became a Hungarian citizen. He served
his new country in 1919, by flying and fighting with the Red
Air Force's only fighter unit, the Eighth Squadron. Here he was
joined by other aces Stefan Fejes, Alexander Kasza, and Ferdi-
nand Udvardy.
Somewhat later, Risztics served as Chief Test Pilot for the
Junkers firm in Germany. There he set two world records while
flying the Junkers G-4 aircraft.
Other details of his life are unfortunately unavailable.
Johann Risztics, Flik 22, Russia, 1916. The stars on his collar indicate
the rank of "Korporal" while the balloon and basket denotes
the LFT. (Winkler Photo via D'Ami)
"Arany Triumviratus" ("The Colden Triumvirate"), Flik 42/, Pianzano,
late April, 1918. From left to right: "Stabsfeldwebel" Johann Risztics;
"Stabsfeldwebel" Friedrich Hefty; "Zugsfiihrer" Ferdinand Udvardy.
Each of these friends and aces received at least two awards of the
Cold Bravery Medal. (Meindl Photo)
139
"Stabsfeldwebel" Andreas Dombrowski, Flik 29, March, 1918. The medal on the far
left is the Cold Bravery Medal, the Dual Monarchy's highest award for an NCO.
(Author's Photo)
 Andreas Dombrowski in the cockpit of an Albatros D.111(Oef) fighter,
Flik 29, Romania, summer 1917. The vertical structure just in front of
the well-worn windscreen is a decompression handle for the engine.
(Author's Photo)

ANDREAS DOMBROWSKI

Andreas Dombrowski was a born pilot and in particular a vir-
tuoso of the two-seater aircraft. He was so good at what he did
that officers actually competed for the privilege of flying with
him as his observer. Dombrowski also accumulated six con-
firmed victories and was, in addition, a holder of the Gold
BraveryMedal, the highest decoration possible for an NCO in
the Army Air Service.
He was born November 30, 1894, of Sudeten-German parents
in the town of Mahrisch-Ostrau, in what is today Czecho-
slovakia. In 1915, he was called to serve in the Army of Franz
JosefI. After completing his basic training, he volunteered for
the Army Air Service. His application was accepted, and he was
assignedto a training unit to obtain basic pilot's skills. At the
training school, it was soon evident how naturally talented he
was as a pilot. He was extremely self-confident, even occa-
sionally daring in the air. This was combined with a commit-
ment to duty that made him a particularly reliable person to
whom one could entrust an aircraft. On June 17, 1916, he was
awarded the Austrian Pilot's Certificate No. 382 and six days
later was promoted to Korporal (Corporal).
Dombrowski's initial combat assignment was to Flik 29, a
general service squadron stationed on the Russian front at
Stanislauairfield, in what is today the Soviet Union. Here he
participated in heavy activity, particularly during the furious
1916summer offensive of Russian General Brusilov. On August
17,Dombrowski scored his first confirmed aerial victory when,
flying Hansa-Brandenburg C.I 26.37 with Kadettaspirant (Officer
Candidate) Franz Sycek as observer, he attacked a Russian
Voisin two-seater over enemy territory. In a ten-minute air bat-
tle, his skill as a pilot and Sycek's accuracy as a machine gun-
ner combined to defeat their opponent.
Toward the end of September, 1916, following the opening
of the Romanian front, Dombrowski was assigned there along
with the rest of Flik 29. But the situation was decidedly unfavor-
able for the Austro-Hungarian flyers. Only rarely did they face
opposition from the relatively scarce Romanian airmen and
their hopelessly obsolete aircraft. The main opposition con-
sisted of numerous Russian squadrons beefed up with French
fighter pilots. These units were also equipped with the latest
models of Nieuport and SPAD fighter aircraft, which made them
even more formidable foes.
In spite of these adverse conditions, Dombrowski soon
established a reputation as one of the best two-seater pilots
in Romania. His long-range reconnaissance flights yielded
superb reports and photographs. His bombing sorties were
conducted with excellent accuracy. His "artillery-shoots" were
exceptionally effective. He became so good that the officer-
observers of his squadron actually vied with each other for the
honor of being his "man in the back seat."
On February 5, 1917, flying his favorite aircraft, Hansa-
Brandenburg C.I 26.44 with Flik 29's Technical Officer,
Oberleutnant (First Lieutenant) Karl Patzelt, as observer, Dom-
browski turned the tables on an attacking Nieuport and shot
it down into a ravine west of Comanesti.
On the morning of June 13, Dombrowski and observer Ritt-
meister (Cavalry Captain) Dr. Moritz Katona de Dercsika were
intercepted by a Nieuport fighter which tried to shoot down
their two-seater. The Austro-Hungarians responded and, after
a brief dogfight, forced their attacker down northwest of Onesti.
Eight days later, Dombrowski scored again. Flying Hansa-
Brandenburg C.I 69.61 with Oberleutnant Karl Patzelt, he sur-
prised yet another Nieuport fighter hopeful of drawing blood.
He outflew the enemy pilot and Patzelt outshot him and even-
tually the Nieuport came crashing to earth in a wood north of
Borsani.
On July 10, 1917, Dombrowski became an ace. Flying Hansa-
141
 Brandenburg C.I 69.71 together with observer Leutnant in der
Reserve (Reserve Second Lieutenant) Andreas Malitzky (by train-
ing a balloon observer), he attacked what he described as a
"three-engined large aircraft" and shot it down just behind the
enemy front lines near Soveja. It was his fifth confirmed victory.
For his service with Flik 29, Dombrowski received the Silver
Bravery Medal, 1st Class, and also the Prussian War Merit
Medal. In September, he received his highest award when he
was decorated with the Gold Medal for Bravery, the Dual
Monarchy's supreme accolade for a non-officer.
In April, 1918, Dombrowski was assigned as a fighter pilot
to the newly-established Flik 681, stationed in Italy under the
command of his former observer, Oberleutnant Karl Patzelt.
The squadron was not a very successful one, as illustrated by
the events of the morning of May 4, 1918. A squadron forma-
tion, led by Patzelt, was jumped by two flights of Sopwith
Camels over Vidor. Dombrowski, flying Albatros D.III (Oef)
153.195, scored his sixth victory when he shot down one of the
Camels in flames over Montebelluna. He paid for this victory,
"Feldwebel" Karl Seltner in the cockpit of Albatros 0./11 (Oef) 53.24, an aircraft Dombrowski flew frequently. Flik 29, Romania, August, 1917.
Note the elegant lines of the wings, tail and fuselage. Note also the relative flatness of the terrain. (Author's Photo)
142
however, since in the ensuing fighting, his face was grazed by
a bullet (probably from the guns of Lieutenant Gordon Apps
of 66 Squadron, RAF),and he was forced to make an emergency
landing near Piave di Soligo. Patzelt and another pilot perished
in this same encounter.
After his wound healed, Dombrowski was assigned to Flik
57 Rb, stationed at San Godega di Urbano airfield under the
command of Oberleutnant Adolf Eichberger. This unit, flying
Hansa-Brandenburg C.I and Phonix C.I two-seaters, specialized
in reconnaissance photography using the Reihenbild-Kamera,
a type of camera which took serial photographs of a given sur-
face target which could then be pasted together to create a large
photographic map. Dombrowski's skills and extensive ex-
perience in two-seater flying made him an extremely valuable
member of this squadron, with which he served until the cessa-
tion of hostilities in November, 1918.
The details of Dombrowski's post-war career are unfortu-
nately unknown.
An example of the two-seater work for which Dombrowski was famous. A composite "paste-up" of numerous photos of "enemy positions in
the area of D. Cosna-Vrf. Ciresvaia" obtained during a flight with observer "Leutnant" Weissensteiner, Flik 29, Romania, October 5, 1917.
(Author's Photo)

Hansa-Brandenburg C./ 429.36, Flik 57 Rb, San Godega di Urbano airfield, summer, 1918. Dombrowski frequently flew this aircraft with this
squadron. Note the hand-applied dark olive and tan camouflage pattern. The black and white wheel covers were the squadron marking.
Note the parachute harnesses worn by pilot and observer. (Stach Photo)

143
"Hauptmann" Johann Frint, 1917. (War Archive Photo)
 Hansa-Brandenburg C.I 26.09, 1916. At Flik 23, Johann Frint combined
with Heinrich Kostrba to score four victories in this aircraft,
including a "triple" on June 29, 1916. Note the large
common cockpit which facilitated communication
between pilot and observer. Note how far from
the wingtips the wing crosses are located, a
trademark of Austro-Hungarian national
markings. (Stach Photo)

JOHANN FRINT

Johann Frint was a first-rate officer and man. He represented
the epitome of the officer-observer, excelling at reconnaissance
reporting and photography, and possessing superior skills with
the machine gun. His six victories were all scored as an
observer, and his back-seat gunnery played a pivotal role in
all. While limited as a pilot, he was a first-class squadon leader.
He was highly decorated and, in the end, gave his life for his
Emperor.
Frint was born on May 6, 1888, in Budapest. From his earliest
years, he pursued a military career. He was a man of wide-
ranging activities and interests. In addition to his duties as an
officer, he also found time to develop skills as a horseback rider
and cyclist. He was also a fine swimmer and, at a time when
such persons were rather unusual, a fine auto driver as well.
By the time World War One erupted, Frint had attained the
rank of Oberleutnant (First Lieutenant) and was serving as a
company commander in the Austro-Hungarian Infantry Regi-
ment No. 65. The regiment's first wartime duty assignment was
the Russian front. Frint was involved in very heavy fighting and,
on November 14, 1914, was severely wounded. The severity of
his injuries and the degree of permenant disability they im-
posed on him were such that he was told that he would never
again be considered for frontline infantry service. Undaunted,
he applied for transfer to the Army Air Corps and his applica-
tion was accepted. He was assigned to the Officers Flight School
in Wiener-Neustadt to obtain the skills of the officer-observer.
Upon completion of his observer's training, Frint was
assigned to the newly-established Flik 23, stationed on the
south-Tyrolean front in northern Italy. The squadron leader was
Hauptmann (Captain) Henrich Kostrba, a fine leader and a
future ace. The unit was a general service squadron, flying a
variety of two-seaters; mainly of the Lloyd C.III series 43. and
the Hansa-Brandenburg C.I series 26. These aircraft were mainly
employed in reconnaissance observation and photography.
However, when the need arose, they were also used for a wide
variety of other missions, including bombing, ground attack,
and artillery "shoots." The vast talents of Frint were assiduously
applied to the many tasks of an officer-observer, and it soon
became evident how fine a "back-seat" man he was.
On April 29, 1916, flying in Lloyd C.11I 43.60 with Korporal
(Corporal) Ernst Kerschischnig as pilot, Frint engaged an Italian
Farman two-seater west of Monte Tomba. With Kerschischnig
maneuvering adroitly, Frint was able to fire 120 rounds from
his Schwarzlose M 7/12 machine gun with great effect. Obvious-
ly damaged, the Farman quickly descended and effected a
forced landing on Italian territory. It was Frint and
Kerschischnig's first confirmed victory.
Frint scored his first victory flying as a team with Flik 23's CO,
Hauptmann Heinrich Kostrba, on June 7, while flying Hansa-
Brandenburg C.I 26.09. This first-class two-seater had been
armed at the Flik with a single Schwarzlose M 7/12 machine
gun firing forward, for the pilot's use. It also was equipped with
a single Italian Fiat-Revelli machine gun on a flexible mount-
ing, controlled by the observer in the rear seat. As was com-
mon with Austro-Hungarian two seaters, 26.09 possessed a large
common cockpit for both crew members, which enormously
facilitated communication between them and markedly im-
proved fighting efficiency. At 0930 hours they intercepted a Far-
man which was returning from a bombing attack on Trento.
The Italian crew was as ready to fight as Frint and Kostrba, and
had the skills to back up its attitude. The two aircraft locked
themselves into a bitter dogfight which lasted more than an
hour. Frint fired over 500 rounds from his machine gun alone.
Finally, the Italians yielded and dove down to make a forced
landing in a meadow near Como d'Aquilio, turning over as they
touched down.
145
 On June 29, Frint and Kostrba combined for their biggest day
at Flik 23, when they downed three Italian aircraft in a single
flight. At 0715 hours, again flying their two-gunned two-seater
Hansa-Brandenburg C.I 26.09, they engaged a formation of
Italian aircraft. They first opened fire on what they described
as a "large Farman" (possibly a Caudron G.IV). The Italian air-
craft returned their fire and the duel was hotly engaged for a
while over the general area of Monte Pasubio. With time, how-
ever, the effects of the Austro-Hungarians' accurate fire began
to show, and eventually the enemy aircraft dove steeply and
smashed into the ground in the Val d'Leogra. This victory was
confirmed by intercepted Italian radio transmissions, which also
included the fates of the crew members: Tenente (First Lieute-
nant) Paccinotti killed; Sottotenente (Second Lieutenant)
Satonino severely wounded; Soldato (Private) Facta killed;
So/data Bario wounded.
Frint and Kostrba now engaged a second enemy aircraft, a
Farman two-seater, and quickly forced it to make an emergency
landing behind its own lines in the Val Ronchi. The Austro-
Hungarians then turned their attention to another Farman two-
seater. By means of Kostrba's excellent flying and the accuracy
of the gunnery of both Kostrba and Frint, they were able to
vanquish this opponent as well. The Farman dove for the
ground and made a forced landing on enemy territory east of
Vignola. The entire combat had consumed 65 minutes.
Frint scored his sixth and last confirmed victory on August
8, flying in Hansa-Brandenburg C.I 26.15 with pilot Zugsfiihrer
(Sergeant) Ernst Franz. At 0830 hours, they became involved in
a battle with four enemy aircraft. One of the four, an Italian
Nieuport fighter, became locked in a dogfight with Franz and
Frint. Franz flew his two-seater quite well and Frint handled
the single machine gun with his usual aplomb. Frint defeated
the Nieuport using only 150 rounds of ammunition. The Italian
fighter side-slipped and dove down to make a forced landing
in the Val Grezzana near Verona. Interestingly, Frint confirmed
146
the victory by taking a photograph of the downed Nieuport
with his reconnaissance camera.
For his service with Flik 23, Frint received the Silver Military
Merit Medal, a significant award. Somewhat later he received
a very high award when he was decorated with the Order of
the Iron Crown, 3rd Class, with War Decoration and Swords.
In September, in response to his repeated urgent requests,
Frint was assigned to a pilot's training course at Fliegerersat-
zkompanie 12 (Flek 12). Unfortunately, his enthusiasm to
become a pilot and his skills for it did not quite match. His in-
different success as a pilot compared to his rich and varied skills
as a pre-war sportsman, lead to the conclusion that his severe
wounding in 1914, must have significantly diminished his
abilities. Nonetheless, he doggedly pursued his goal and even-
tually became a pilot, albeit a mediocre one. Aware of his
limited flying skills, but also not wanting to waste his tremen-
dous capacities for leadership, LFT Command appointed him
to CO posts at a number of Fleks in succession. Finally, in
September, 1917, they named him CO of Flik 27, which was
then stationed on the Russian front. Consistent with LFT Com-
mand's policy towards him, Flik 27 was in an area which saw
very little combat.
During February, 1918, Frint and Flik 27 were transferred to
a relatively quiet position on the south-Tyrolean front and sta-
tioned at Auer airfield, approximately 10 miles south-southwest
of Balzano. Here again, he saw little combat.
On February 25, while Frint was flying Albatros D.III (Oef)
53.46 on a test flight, the aircraft's wing structure failed. The
Albatros crashed in an orchard near Auer, killing Frint.
Frint would best be remembered as a brilliant officer-
observer. Just how good that was can be best expressed by
quoting from his service evaluation at Flik 23, written by
Heinrich Kostrba: "A quiet, resolute, and clear-sighted man,
inspired by the best sense of duty. An outstandingly capable
officer, possessing unsurpassed bravery."
Albatros 0./11 (Oef) 53.46, Russia, 1917. Johann Frint was fatally injured in this aircraft February 25, 1918, when he crashed due to wing failure.
The large fuselage cross and white field were unusual for an Albatros fighter. (Stach Photo)

147
"Zugsfuhrer" Alexander Kasza, Flik 55/, late 1917. The collar stars indicate his rank
while the gold balloon and basket indicate his branch of service to be the LFT.
His medals, from left to right, are: Silver Bravery Medal, 1st Class; Silver
Bravery Medal, 2nd Class; Karl Troop Cross. (Lahner Photo via Meindl)
 Alexander Kasza and his flying companions, Flik 55/, Pergine airfield,
1918. From left to right are: Josef Kiss, "Feldwebel" Stefan Kirjak,
and Kasza. These men often flew together in the same "kette"
(three-plane flight). Note the glare of the sunlight from Kiss'
medals. The wreckage of a downed enemy aircraft is on
the truck bed behind them. (Winkler Photo via O'Ami)

ALEXANDER KASZA

Alexander Kasza served his emperor in a variety of roles
throughout World War One. He was a worthy infantryman. He
was a brilliant acrobatic pilot who served not only as a flight
instructor but also as a fighter pilot and reconnaissance pilot.
His dedication and excellence were recognized by two awards
of the Gold Medal for Bravery, making him one of only 18
members of the Army Air Service so honored.
He was born of Hungarian parents in 1896, in the town of
Tacskosuthfalva, Hungary. In 1915, he joined the Austro-
Hungarian 86th Infantry Regiment. After volunteering for avia-
tion service, he was assigned as an "airship soldier" to the
Balloon Section at Fischamend, near Vienna, in, September,
1915.Here he received his pilot's training. Upon completion
of training, a decision was made that his enormous talents as
a pilot could be best used in training others to fly. He thereupon
becamea flight instructor for the Flieger-Ersatztruppe ("FLET").
In August, 1917, Kasza was assigned as a fighter pilot to the
newly-established Flik 55J, stationed at Haidenschaft on the
lsonzofront under the command of Hauptmann (Captain) Josef
von Maier. This squadron was to become one of the outstand-
ing fighter units in the LFT, and Kasza was to contribute to the
unit's reputation in no small way, scoring six confirmed vic-
tories while serving there and becoming one of the squadron's
six aces.
Kaszaopened his scoring at Flik 55J on November 15. Flying
Albatros D.111(Oef) 153.19, he attacked an Italian Savoia-Pomilio
reconnaissancetwo-seater north of Bassano and shot it down
in flames. Two days later, again flying the same Albatros, he
engaged a Nieuport in combat. He sent the enemy aircraft
spiraling down in flames to crash north of Valstagna.
Six days after his second victory, Kasza scored again. Flying
Albatros D.111(Oef) 153.40, he encountered a Nieuport single-
seater in the vicinity of Bassano-Rubbio. They entered into a
rather heated dogfight, from which Kasza emerged the victor.
This victory, his third, was confirmed not only by ground troops,
but also by the leader of the flight of which Kasza was a part,
Leutnant in der Reserve (Reserve Second Lieutenant) Egbert
Lupfer.
Kasza's fourth victory occurred January 12, 1918, when he
combined with Offizierste/lvertreter (Deputy Officer) Josef Kiss
and Oberleutnant (First Lieutenant) Georg Kenzian, both of Flik
55J, to capture a British RE-8 two-seater (serial A.4445) of 42
Squadron RFC, near Casa Rigoni north of Asiago. The badly
shot-up English plane was forced to land and Kiss, by making
passes over the downed aircraft at lower and lower altitude,
induced the crew to abandon attempts to set fire to it.
Kasza became an ace on May 22, 1918, when he forced down
an enemy "Sopwith single-seater" south of Cima Maora for his
fifth confirmed aerial victory.
Kasza closed his scoring on June 9, when he claimed his sixth
victory while flying Phi:inix D.lla 422.14. He engaged a Bristol
Fighter (serial C.4700) and forced it down east of Aqua Viva by
placing several bullets into its engine. Upon landing, the crew
set fire to the aircraft and attempted to escape on foot, only
to be captured shortly thereafter by Austro-Hungarian infantry.
Kasza's Albatros markings at Flik 55J are as yet unknown. His
Phi:inix D.lla 422.14 carried three white bands around the rear
of the fuselage in addition to a red heart on each side of the
rear of the fuselage and also on the upper wing center section.
In July, Kasza was assigned as a two-seater pilot to Flik 15F
stationed at Levico, CO Oberleutnant Adalbert Kuncze. A
month later, he was assigned again, as a reconnaissance pilot,
to Flik 11F, CO Oberleutnant Alfons Marinovich, stationed at
San Giustina. He finished the war with this unit.
Kasza's post-war activities are virtually unknown except for
the fact that he was active in Hungarian aviation and was made

149
 a member of the Hungarian Order of Vitez (Order of the Brave),
a significant honor.
During World War Two, Kasza and his family lived in
Budapest in a house at the foot of Buda castle. Fairly large
numbers of German troops were stationed nearby and this
naturally attracted the attention of the Russian Air Force. Dur-
ing a bombing attack during February, 1945, Kasza's house was
struck with bombs. It collapsed, killing Kasza and his entire
family.

Kasza leaning against the fuselage of Phonix 0.//a 422.14, Flik 55J, Pergine airfield, June, 1918. Note the red hearts on the rear fuselage and on
the center section of the top wing. The three white fuselage bands were a flight marking. Before his death, Josef Kiss had carried a single
white band on his Phonix 0.//a. The Phonix on the right in the photograph, carrying two white bands, was the third aircraft of the flight,
and was flown by "Feldwebel" Stefan Kirjak. (Lahner Photo via Meindl)

150
Kaszawith Phdnix O.//a 422.14, Flik 55J, Pergine, June, 1918. Note the overall olive camouflage scheme and also the Phdnix logo on the upper
rear corner of the fin. The red heart marking is said to have been painted as a gesture of mourning for his dead friend and comrade,
Josef Kiss. (Grosz Photo)

151
Karl Nikitsch shown wearing the uniform of "Oberkommiss;ir 1st Klasse" in the
post-war "Flug polizei". The German Pilot Badge is low on his left breast
while the Austro-Hungarian Field Pilot Badge is low on the right breast.
On the left end of his medal row is the Order of the Iron Crown,
3rd Class, with War Decoration and Swords. Note both 1st and
2nd Classes of the Prussian Iron Cross.
(War Archive Photo via Meindl)
 Hansa-Brandenburg 0.1 "KO" 28.47, flown by Nikitsch as CO of
"Fliegerdetachments Hauptmann Nikitsch" in Romania,
summer, 1917. This was the first KO to feature the
vertical stabilizer as part of standard manufacture.
The Phdnix firm, which built this aircraft, was one
of only two manufacturers to use the cross-stroke
in the numeral "7" when applying its
serial numbers. (Grosz Photo)

KARL NIKITSCH

Karl Nikitsch was very capable in many disciplines-among
them athletics, administration and flying. He possessed men-
tal and physical toughness of astounding proportions, over-
coming injuries that would have crippled or even killed other
men. He carried out his duties with a perseverance and a com-
mitment to excellence that made him one of those who form-
ed the backbone of the Austro-Hungarian officer corps. Modest
to a fault, it is only recently that newly discovered data have
shown that he was also an ace, since his name appears in no
official listing of Dual Monarchy pilots who achieved that
distinction.
Nikitsch was born January 17, 1885, in Gross-Czakowitz near
Prague, the son of a railroad official. After completion of his
basic schooling, he attended the Technical High School for four
terms and then the Cadet School for a similar length of time.
Upon graduation he was accepted as an officer in the Austro-
Hungarian Infantry Regiment No. 35, a unit composed mainly
of Czech troops.
His tremendous interest in sports led to his transfer to the
Military Fencing and Gymnastics Teaching Institute in Wiener-
Neustadt. In the course of his time at the Institute, he trained
approximately 700 military fencing and gymnastics teachers.
He was an avid participant in competitions and, over the years,
accumulated numerous prizes, including multiple Gold Medals
in fencing at the Austro-Hungarian Army competitions. A par-
ticular honor was achieved in 1910, when he became Junior
World Master in fencing.
Soon after the outbreak of war in 1914, a chance meeting with
Oberst (Colonel) Emil Uzelac, Commander of the Austro-
Hungarian Airship Section (later called the LFT),led to Uzelac's
recruiting the talented Nikitsch to join the flying corps. Ni kitsch
accepted the invitation and was immediately posted to pilot's
training.
During May, 1915, Nikitsch was sent to Villach airfield on the
Italian front to serve as Chefpilot (Deputy Commander) of Flik
16, under the command of Hauptmann (Captain) Richard
Schuster. Due to the limited performance of the aircraft equip-
ping the Flik, operations against the enemy were strictly limited,
and he found himself devoting most of his time to test-flying
the unit's aircraft.
At the end of July, Nikitsch was assigned as CO of Flik 14
stationed on the Russian front in the area of operations of the
Austro-Hungarian 2nd Army. He demonstrated considerable
courage and perseverance during numerous long-range recon-
naissance flights. In particular, he excelled at "artillery-shoots,"
in which he directed by wireless the fire of his own artillery
from his vantage point flying above the enemy. In general, this
required a relatively stable flight position and altitude, which
made the directing aircraft vulnerable to ground fire. For his
numerous achievements at Flik 14, Nikitsch was awarded the
Bronze Military Merit Medal with Swords.
During November, Nikitsch was assigned to the Technical
Section of the LFT and was appointed CO of the preparation
and outfitting airfield at Strasshof, just north of Vienna. This
was a significant posting since, at the time, entire Fliks (in-
cluding men, aircraft, and supplies) were assembled as a unit
at Strasshof and sent as such straight to the front lines. It is
obvious that the quality of the training and outfitting afforded
each Flik at Strasshof had much to do with each squadron's
success in the field. Nikitsch's talents as an oganizer and his
instincts as a teacher contributed greatly to the excellent con-
dition in which these Fliks left Strasshof for the front. These
squadrons included Fliks 24 through 38 and Fluggeschwader
1 (later Flik 101G).
Nikitsch was injured on July 3, 1916, when he took off for
a short test flight in Fokker 8.1 03.15. Due to engine failure, he

153
 crashed near Raasdorf and suffered several broken ribs, which
required brief hospitalization.
In January, 1917, Nikitsch's often-repeated request to once
again lead a frontline unit was granted. The unit was called Flik
39 and the only problem was that it did not yet exist! Nikitsch
was instructed to form the unit himself at Strasshof, which he
did. By March, Flik 39 was ready to go and was posted to Czik-
Szereda airfield on the Romanian front. Here, Ni kitsch brought
to bear his full talents for flying but, even more so, his tremen-
dous ability for patient teaching and leadership since the vast
majority of his personnel were still novices. His results, as usual,
were excellent.
At Czik-Szereda, there were many things to hold one's in-
terest. First was the airfield itself, which was an adventure to
fly from. It was small and tilted. In addition, just beyond one
end of the field was a precipitous decline, such that, if one's
touch-down on landing were begun too late, one would roll
to the edge of the field and then down the steep decline! The
second item was the active ground fighting, with Flik 39 flying
in support of both Austro-Hungarian Army No. 1 and German
Army Group "Litzmann." The final item to maintain one's alert-
ness was the quality of the opposition. Flik 39 was opposed
by Russian and French units with the French strength mainly
consisting of fighter squadrons. The SPAD and Nieuport
fighters flown by the other side were truly deadly opposition.
Ni kitsch was quick to realize the necessity of providing escort
for the reconnaissance machines of his squadron. He under-
took this responsibility on his own when he had one of the
unit's two-seaters modified to fly as a single-seater. He flew this
aircraft himself repeatedly in an escort role.
Eventually, in July, LFT Command recognized the validity of
Nikitsch's policy concerning reconnaissance escort and formed
a separate unit at Kezdi-Vasarhely airfield made up of NCO
pilots of Fliks 29, 31, 33 and 39, and placing Nikitsch in com-
mand. The official name of this unit was the Flieger-
Detachments Hauptmann Nikitsch. The detachment was a great
success, providing excellent protection for friendly two-seaters
operating in the area, and scoring a number of victories in the
bargain.
Since Nikitsch's duty was now as a fighter pilot, he went at
it with his usual style and dash and in a space of six weeks had
become an ace with five confirmed victories! He scored his first
victory on July 19, while flying Albatros D.III (Oef) 53.24. He
attacked a Farman two-seater over Fitonesti and shot it down.
Four days later, he scored again. At 0630 hours, flying an
Albatros D.III (Oef) 53.41 as escort for a reconnaissance machine
of Flik 29, he engaged an intercepting SPAD. He fired 50 rounds
from his twin guns and the SPAD plunged vertically to crash
in the Zabrau Valley.
Of all the aircraft he flew, Nikitsch's favorite was a somewhat
unlikely choice, the Hansa-Brandenburg D.I (KO) 28.29. The KO
fighters were speedy, but treacherous and difficult to fly.
154
Ni kitsch's first victory with this aircraft occurred on the even-
ing of August 9, when on an escort flight, he engaged an inter-
cepting Nieuport in a dogfight. He emerged the victor, forcing
the Nieuport to make a forced landing near Grosesci.
Ni kitsch became an ace on August 30, fittingly flying KO 28.29,
when, in the late morning, he attacked an enemy Farman two-
seater and shot it down over Grozesti for his fifth confirmed
aerial victory.
Towards the end of September, Flik 39 was transferred to the
lsonzo front, in time to participate in the furious 12th Battle
of the lsonzo (Battle of Caporetto), October 24-November 7.
In addition to his duties at Flik 39, Nikitsch wasnominated on
October 16, 1917, to the post of Fliegergruppenkommandant
(Commander of the Aviation Group) of the Austro-Hungarian
1st Korps. In this post, Ni kitsch had under his command several
Austro-Hungarian and German squadrons. He contributed
mightily to the effectiveness of these air units during the
Caporetto breakthrough, which suddenly pushed the front
lines 60 miles to the west. The rapidity of the advance led to
all manner of communication breakdowns among the ad-
vancing Austro-Hungarian and German units. Recognizing the
pivotal role of information, Nikitsch began to make multiple
reconnaissance flights over the rapidly-changing front lines. He
then served as a messenger from headquarters to his various
squadrons at the ever-changing airfields from which they
operated, and thus kept intact the flow of orders from head-
quarters to the frontline units.
For his fine service with Flik 39, Nikitsch received three signifi-
cant decorations. From the German authorities he first received
the Prussian Iron Cross, 2nd Class, and, later, the Prussian Iron
Cross, 1st Class. From his own Emperor he received the Order
of the Iron Crown, 3rd Class, with War Decoration and Swords.
In January, 1918, Nikitsch was appointed CO of the fighter
squadron Flik 63J, but was never to take command due to a
crash in which he suffered tears to his kidneys and lungs and
fractures of the bones in his hands and feet. This accident
ended his wartime flying and, in the pre-antibiotic era, it is
somewhat miraculous that it didn't end his life as well.
After his lengthy convalescence, Nikitsch was made CO of
the Flieger-Lehr-Batail/ons (Aviation Training Battalions) in
Wiener-Neustadt and remained at that post until the end of
the war.
After the war, the Republic of Austria formed an undercover
air force composed of aircraft which had survived the war.
Nikitsch commanded this organization, which was known as
the Flugpolizei (Air Police). He also studied at the University
of Graz and received a Doctor of Law degree.
On September 7, 1927, while test flying a French single-seat
aircraft, Ni kitsch crashed due to engine failure and was killed.
This fine man, who was strict and even stern at times, but un-
failingly fair and just, was widely mourned.
Nikitsch, on right, converses with a superior, possibly at Strasshof airfield north of Vienna, December, 1915. The aircraft is Hansa-Brandenburg
B./ 06.54. Note the decorated wheel cover. (Stach Photo)

Nikitsch's Albatros 0.111 (Oef) 53.25 after mechanical failure forced him to land in this wood, September 3,
1917.Nikitsch was unharmed but note the extensive damage to the fabric-covered portions of the
aircraft. "Fliegerdetachments Hauptmann Nikitsch", Romanian front. (Krybus Photo)

155
Franz Peter, shown in early 1916 with the rank of "Kadett in der Reserve".
(Meindl Photo)
 FRANZ PETER
The "yin and yang" of Chinese philosophy expresses the
diversity of forces in the universe and their interaction. Franz
Peterused yin and yang symbols to mark his Albatros fighters
at Flik3J.Whether this expressed a philosophical frame of mind
or merely represented personal decoration is not known.
Whateverthese markings did express, his life in general and
military career in particular provided numerous opportunities
for pondering such forces and their interactions.
Peterwas born October 8, 1896, in Vienna. At the outbreak
of war, he went with Austro-Hungarian Infantry Di_yision Nr.
1 to the eastern front where he served with distinction. In the
autumnof 1915,possibly influenced by the impending prospect
of a second winter in Russia, Peter volunteered for service in
the Army Air Corps (LFT). He was accepted and sent to the
Officers' Flight School ("Flosch") in Wiener-Neustadt for the
purposeof learning the many skills needed to be an effective
observer.
In late January, 1916, Peter, who seems to have been fated
not to escape that particular winter in Russia, returned to the
easternfront as an officer-observer with Flik 14. For the next
22 months, Peter was an exemplary soldier with this unit, car-
rying out a great diversity of tasks with skill and dedication.
Perhapsthe best measure of the quality of his service at Flik
14 is the many ways in which the Empire showed its recogni-
tion and appreciation. During 1916, Peter was awarded the
Silver Bravery Medal for Officers, 2nd Class. In addition, he
twice received the Silver Bravery Medal for Officers, 1st Class.
Finally,he was awarded the Military Merit Cross, 3rd Class with
WarDecoration and Swords. During 1917, his second year with
Flik14,Peter received both the Bronze and Silver Military Merit
Medals and, finally, the Order of the Iron Crown, 3rd Class,
with War Decoration and Swords, a very significant honor.
His Emperor's appreciation for Peter's labors extended to the
area of career advancement as well. On August 1, 1916, he was
promoted to Leutnant in der Reserve (Reserve Second Lieuten-
ant). A significant step was made on April 12, 1917,when Peter's
name was transferred from the list of Reserve Officers to the
rolls of the Active Officer Corps. Finally, just before leaving Flik
14, Peter was promoted to active Oberleutnant (First Lieute-
nant), on November 1, 1917.
In November, 1917, Peter was transferred to Flik 47F, stationed
on the Italian front. Here he rendered his usual excellent ser-
vice, again in the role of officer-observer.
Perhaps growing tired of working in the back seat, Peter
requested an assignment to pilot's training. This was granted
in March, 1918, at which time he was transferred to the
Fliegerersatztruppe. Somewhat later, he received training
specifically for flying fighter aircraft at Fliegerersatzkompanie
12 (Flek 12) in Klagenfurt.
In May, Peter was posted to Flik 3J, an all-fighter unit based
at Romagnano in the South Tyrol, about five miles south of
Trento. The Flik CO was Ober/eutnant Friedrich Navratil, while
Peter served as Deputy Commander. The personnel of the Flik
had a decidedly Polish flavor, with Oberleutnant in der Reserve
Stefen Stec, and Leutnant in der Reserve Stanislav von Tomicki
both being of Polish background. The aircraft flown by the unit
were the excellent Albatros D.I11(Oef) fighters of the series 153.
and 253.
Peter opened his scoring with a "double." On July 16, 1918,
flying together with Navratil, Stec, and Stabsfeldwebe/ (Staff
Sergeant) Otto Forster, he encountered three Italian Hanriot
fighters. In the ensuing battle, one Hanriot was.shot down and
the other two were forced to land, all in the Val del Concei.
Peter received credit for his first two victories.
Three weeks later, on August 4, flying with two other Albatros
fighters, Peter attacked an Italian Ansaldo SVA-5 photo-
157
 reconnaissance single-seater, escorted by four fighters. He fired
the shots that struck the Ansaldo's pilot, Sergente (Sergeant)
Arrigoni, in the heart, causing the aircraft to plunge into the
Etsch Valley and crash south of Aldeno.
Peter became an ace on September 17. He attacked and shot
down in flames an Italian SIA two-seater into no-mans-land near
Borcola Pass on Monte Pasubio for his fifth confirmed victory.
One of the crew members escaped the burning aircraft with
a parachute, but died of his wounds.
Peter closed his scoring on October 7, 1918, when he scored
his sixth victory. Flying Albatros D.III (Oef) 253.04, he attacked
Sopwith Camel (serial E.1498)and shot it down onto the Trento-
Pergine road when it crashed violently, demolishing the plane
and killing the pilot, Second Lieutenant G. R. Leighton, 66
Squadron, RAF.
Despite his fine service with Flik 3) and numerous commen-
dations from all levels of command, Peter received no further
decorations.
After the war, perhaps influenced by the "Polish presence"
at Flik 3), Peter went to Poland and joined the Polish Air Force.
He served with the Sixth Squadron, a reconnaissance unit, dur-
ing 1919 and 1920, and was involved in generally bitter fighting,
Franz Peter's Albatros D./11 (Oef) 253.04 rising from Romagnano airfield. Note the red and white "yin and yang" marking, the co/ors of which
are reversed from Peter's similar marking on 253.05. Note the town of Romagnano. (Selinger Photo)
158
being wounded at least once. He also served as the squadron's
CO from February to June, 1920.
In recognition of his excellent contributions, Peter became
one of only six pilots allowed to wear the Polish Pilot's Badge
for life, as opposed to standard practice in which pilots gave
up their badges once their wartime flying ceased.
In the late 1920s, Peter became a designer of aeroplane
engines, some of which bore the names "Peterlot" and
Petersen."
During the German invasion of Poland in 1939, Peter was
evacuated with many other technical personnel, first to
Romania and later to France. After the fall of France, he re-
mained in Paris with a sizeable group of Polish engineers. When
discovered by the Germans, they were forced to return to War-
saw. Here Peter was given the choice of working in a concen-
tration camp or working as an inspector-controller in the ex-
Szomanski factory. This was a somewhat sensitive job, but Peter
managed to maintain good relations with the Polish crews and
probably with the Polish partisans as well. He had I ittle trouble
being accepted, unharmed, in Poland when the war ended. He
was living in Warsaw at least into the late 1960s. The date of
his death is unknown.
TheAlbatros 0./11 (Oef) fighters of Flik 3/, Romagnano, south-Tyrolean front, summer, 1918. Navratil's 253.06 is on the right, while Stec's 253.117
is second from the right. Third from the right is Navratil's 253.116. Fourth from the right is Peter's 253.05, with red and white "yin and yang"
marking. The village of Romagnano is in the background (D'Ami Photo)

Albatros fighters of Flik 3/ being rolled out to the starting line, Romagnano airfield, summer 1918. In the center is Stec's 253.117, while on the
right is Navratil's 253.116. Note the tent hangers on the right. The camera faces due south down the Val Lagarina. (Selinger Photo)

159
Josef Purer, shown wearing the single star of a "Leutnant in der Reserve"
late 1916. (War Archive Photo via Meind/)
 Flik 19, Haidenscaft airfield, spring, 1917. In the foreground is one of
Flik 19's "famous" two-seaters, Hansa-Brandenburg C./ 29.63, flown
by aces Ludwig Hautzmayer, Adolf Heyrowsky, Stefan Fejes, and
Josef Purer. Note the twin guns and the ammunition feed
tracks in the uncovered "baby coffin." Note the "riffling"
of the metal panels. The rear two-seater shows nicely a
covered "baby coffin" and also the immobilization
clip for the barrel of the observer's gun.
(Meindl Photo)

JOSEFPURER
..

He gave four years of virtually continuous frontline service.
He excelled both on the ground and in the air. He was pro-
moted on an accelerated basis and was highly decorated. He
achieved seven aerial victories, six of them confirmed. He was
a courageous man and a dedicated soldier, who, in the end,
gave his life for his country.
Josef Purer was born October 20, 1894, in Schonau on the
TraisenRiver in Austria. At the outbreak of the First World War,
he volunteered for military service and was accepted. His initial
assignment was to the Austro-Hungarian Field Howitzer Regi-
ment No. 2. He remained with this unit for two years, render-
ing generally excellent service. In recognition for this activity,
he was awarded the Bronze Military Merit Medal. Also, on
January 1, 1916, he was promoted to the rank of Leutnant in
der Reserve (Reserve Second Lieutenant).
In 1916, Purer volunteered for service with the Army Air Ser-
vice(LFT).In July he was accepted and assigned to the Fliegerof-
fiziersschule (Officers Flight School) in Wiener-Neustadt. There
he received training in the skills required of an officer-observer.
In December, at the completion of his training, Purer was
assignedto Flik 19, then stationed on the lsonzo front in north-
easternItaly at Haidenschaft airfield in the Wippach Valley. This
squadron, under the command of Hauptman (Captain) Adolf
Heyrowsky, was perhaps the premier two-seater unit in the
entire Army Air Service. This assignment was a double-edged
sword, for while it was a privilege to fight alongside excellent
fliers, it was also true that the heavy use made of such an elite
unit by Command greatly increased the danger of one's ser-
vice. Purer rose to the challenge and thrived at Flik 19. After
a brief period of breaking-in, he soon became one of the best
observers in the squadron.
The range of duties performed by Flik 19 ran the full gamut
of whatever could possibly be asked of a two-seater unit. These
included artillery spotting, photo reconnaissance, communica-
tion liaison, medium- and short-range bombing, ground attack,
and aerial interception, among many others.
Among the many truly excellent fliers serving with Purer at
Flik 19 were no less than six other aces: Benno Fiala (28 vic-
tories); Stefan Fejes (16 victories); Adolf Heyrowsky (12 victories);
Franz Rudorfer (11 victories); Alexander Tahy (8 victories); and
Ludwig Hautzmayer (7 victories).
The aircraft flown by the squadron included a large variety
of two-seaters such as the Hansa-Brandenburg C.I two-seaters
29.63 and 29.64, which became almost legendary due to the
number of superb fliers using them and the longevity of these
two aircraft.
On November 18, Purer scored his first victory. Flying in a
two-seater with an unidentified pilot, he attacked an Italian
Voisin biplane and sent it crashing into a pile of wreckage
behind the Austro-Hungarian lines near San Marco.
His second victory came approximately six weeks later when,
flying Hansa-Brandenburg C.I 29.63 piloted by Adolf
Heyrowsky, he engaged an Italian Voison two-seater and shot
it down into no-man's land west of San Marco.
Purer achieved his fourth confirmed victory on April 17, 1917.
Flying in the "legendary" Hansa-Brandenburg C.I 29.64 with
Heyrowsky as pilot, they were intercepted by a Nieuport fighter
over Gorizia. After a torrid gun battle, in which Heyrowsky's
right eye was grazed by a bullet, the Austro-Hungarian crew
emerged victorious, sending the enemy fighter plunging down
to smash to pieces between the Gorizia train station and the
road to Salcano.
On the morning of June 3, Purer scored his fifth confirmed
victory when he and his pilot shot down a Nieuport over Sober,
fatally injuring its pilot, according to the testimony of Italian
POWs.

161
 Purer's sixth and final confirmed victory occurred on June
19. He was flying in a two-seater with Stefan Fejes as pilot. Over
Vertojba, near Sober, a Nieuport single-seater attacked them
and attempted to shoot them down. Fejes' skill as pilot and
Purer's skill as gunner prevailed, however, and the Italian was
sent crashing behind his own lines.
For his service with Flik 19, Purer was awarded the Military
Merit Cross, 3rd Class, with War Decoration and Swords.
In August, Purer was transferred to FIik 29 on the Romanian
front. His service there was severely curtailed, however, by a
serious illness that necessitated hospitalization. Upon his
recovery, he was assigned to Flik 57F, a reconnaissance
squadron on the Italian front. While at this unit, he received
a significant award consisting of his second Military Merit Cross,
3rd Class, with War Decoration and Swords. This made him
one of only 18 officers in the entire LFT so honored.
In 1918, Purer requested and received training as a pilot, first
with two-seaters and then with fighters. He received Austrian
Pilot Certificate No. 2298 on July 11. Soon afterwards he was
assigned to the newly-established pure fighter squadron, Flik
3J, stationed at Romagnano on the south-Tyrolean front under
CO Oberleutnant (First Lieutenant) Friedrich Navratil. Purer's
career there would be short and tragic.
On the morning of August 31, six aircraft of Flik 3J took off
on an interception flight, all flying Albatros D.III (Oef) fighters.
Leading the flight were CO Friedrich Navratil along with
Oberleutnant in der Reserve Stefan Stec. Completing the flight
were four men almost completely without experience as fighter
162
pilots: Leutnant in der Reserve Stanislav von Tomicki; Leutnant
in der Reserve Jaroslav Kubelik; Stabsfeldwebel (Staff Sergeant)
Otto Forster; and Josef Purer. Over Pergine, Navratil and Stec
spotted a British two-seater and dove to attack it, with Navratil
eventually downing it for his tenth victory. The four new pilots,
forgetting Navratil's order to stick close to him no matter what,
became lost and almost instantaneously met three Sopwith
Camels of C Flight, 45 Squadron, RAF.
At 0835 hours that morning, C Flight, consisting of Lieutenant
Jack Cottle (7 victories, in Camel D.9387), Lieutenant M.R. James
(9 victories, in D.8211), and Lieutenant R.G.H. Davis (in D.9386),
had departed Grossa airfield. Exactly one hour later, while over
Monte Campomolon, they encountered the four lost and in-
experienced pilots of Flik 3J.They immediately launched a fierce
attack. In very short ordeer, James shot down Tomicki and
Kubelik while Cottle downed Forster and Purer.
After returning to his airfield, Jack Cottle proceeded by car
to visit the crash sites of the Austro-Hungarian pilots. At the
site of Purer's crash, near Ponte Strenta, Cottle found parts of
Purer's Albatros scattered all over a hillside. The Italian troops
guarding the site asked if Cottle wished to see the pilot's body.
Cottle refused, but did look at Purer's identity card when it
was handed to him. To his shock, Purer's photograph on the
identity card bore an incredible resemblance to Cottle's favorite
cousin, who had been killed in the British Tank Corps on the
Somme. The incident so disturbed Cottle that he returned to
his airfield and requested, and was granted, immediate leave.
Piirer stands before the "legendary" Hansa-Brandenburg C./ 29.64 of Flik 19. Haidenschaft airfield, /sonzo front, summer, 1917. Purer scored his
fourth victory in this aircraft April 17, 1917, flying with ace Stefan Fejes. Ludwig Hautzmayer also flew this successful and durable aircraft,
while Adolf Heyrowsky scored five victories in it. Note the twin-gun "baby coffin" over the top wing and the clip for holding the
barrel of the observer's gun. (Totschinger Photo via Stach)

163
"Oberleutnant" Roman Schmidt, Flik 7, Russia, June 1917. The two collar stars
show his rank while the gold balloon and basket denotes the Army Air
Service. The medal at the left end of his row is the Military Merit Cross,
3rd Class, with War Decoration and Swords, which Schmidt received
for the action in which he scored his first victory, April 13, 1917.
(Meindl Photo)
 Schmidt stands before the badly shot-up and crash-landed Hansa-
Brandenburg C./ 67.03, following the action in which he scored
his first victory, April 13, 1917. (Stach Photo)
ROMAN SCHMIDT
RomanSchmidt was one of those who formed the backbone
of the Austro-Hungarian armed forces. He was a man of enor-
mousmental and physical toughness, serving in the front lines
continuously from the declaration of war July 28, 1914, to the
Austro-Hungarian armistice November 4, 1918. Rather than in
a brief blaze of brilliant scoring, Schmidt's six aerial victories
were scored on a total of no less than five different aircraft
types, three of which were types rarely credited with aerial
victories.
Schmidt was born November 1, 1893, in Warasdin, Croatia,
in what is now part of Yugoslavia. He attended the Rea/gym-
nasium(a science-oriented secondary school), and later spent
two semestersat the Technical University. His schooling was
interrupted in 1913,when he was called to render his obligatory
military service. The unit he was assigned to was the Field
Artillery Regiment No. 36. By the time of the outbreak of World
War One, he had attained the rank of Fahnrich in der Reserve
(ReserveEnsign).
His regiment's first combat assignment was the Russian front.
Schmidtimmediately established a reputation as a very capable
officer and the passage of time was to see only an improve-
ment in this fine reputation. His task was to direct the fire of
his batteryfrom various observation points in the most forward
trenches.The accuracy of his directions was a boon to the suc-
cessof his battery, but the risk to his own safety in these for-
wardobservation posts was tremendous. Despite this, Schmidt
wascontinually involved in this type of service from summer
1914,to autumn 1916,except for a three month hospitalization
in mid-1915,possibly from typhoid fever or typhus, the twin
medicalscourges of the Russian front. For his service he was
awardedthe Bronze Military Merit Medal in January 1916.
Somewhatlater, in the Brusilov Offensive, Schmidt's outstand-
ing performance in the Battle of Buczacz earned him the Silver
Military Merit Medal. In addition, in September, 1915, he was
promoted to the rank of Leutnant in der Reserve (Reserve Sec-
ond Lieutenant). In autumn 1916, Schmidt was officially trans-
ferred to the "active" or "regular" army and was given the rank
of Oberleutnant (First Lieutenant).
Schmidt's long experience as an artillery observer had given
him an exceptionally keen appreciation of the importance of
first-rate observation to the overall success of the ground forces.
When a field course for aerial observers and radio operators
was offered by several Fliks on the Russian front, Schmidt was
quick to realize the potential of such work. He volunteered for
the course and began at Flik 26 in October. His training con-
sisted of learning how to direct ground artillery fire by radio
communication from the air. The training also included three
operational flights over the front lines. His course ended in
January, 1917, and at that time Schmidt returned to active
artillery service. In April, 1917, Schmidt happily accepted
posting to Flik 7 as a radio operator/observer. In this assign-
ment he again rendered his usual excellent service, such that
an excerpt from his official evaluation as an observer reads
" ... fulfills all duties outstandingly. An extremely skillful and
conscientious worker. A superior photographer ... "
On April 13,Schmidt and his pilot, Feldpilot Feldwebe/ (Field
Pilot Sergeant Major) Paul Hablitschek, both scored their first
aerial victories, flying in Hansa-Brandenburg C.I 67.03 on an
artillery observation flight over the Russian lines. They took off
with an escort of Hansa-Brandenburg C.I 67.04, flown by
Feldpilot Zugsfuhrer (Field Pilot Sergeant) Alexander Klefacs
and observer Leutnant in der Reserve Heinrich Szeliga. Soon
after crossing the Russian lines, the two aircraft were suddenly
and savagely attacked by four Russian Nieuports. After a very
bitter fight, the crew of 67.04 forced one of the Nieuports to
land behind the enemy lines at Bohorodzany, while they
165
 themselves were forced to return to their own airfield because
of the wounding of observer Szeliga.
Hablitschek and Schmidt, now confronted with the loss of
their escort aircraft, nonetheless decided to continue with the
mission. They, however, were soon attacked by two more
Nieuports. The three aircraft engaged in a long, bitter fight.
One of the Nieuports was forced to crash-land near Bohorod-
zany, a victory confirmed by Austro-Hungarian infantry. The
other Nieuport pressed its attack on 67.03 and inflicted much
damage on the bracing wires and ailerons as well as hitting pilot
Hablitschek in the right thigh with a bullet. This wound was
particularly harmful because of the extensive vasculature of the
thigh and its tendency to bleed profusely when injured by a
penetrating wound. The wound forced Hablitschek to im-
mediately seek a place to force land, which was soon found
at the field of Austro-Hungarian Balloon Company 14 near
Lesiowka. As a result of severe loss of blood suffered from his
thigh wound, Hablitschek passed out just as the aircraft
touched ground, forcing it into a somersaulting crash. Schmidt
was unharmed, but his pilot received a severe head wound in
the crash-landing and died seven weeks later. Hablitschek
received the highest possible award for valor for an NCO, the
Gold Bravery Medal, while Schmidt was awarded the Military
Merit Cross, 3rd Class, with War Decoration and Swords.
At the end of June, Schmidt was assigned to Flik 13, also
located on the Russian front. Here he again proved himself to
be an extremely capable observer and was even able to score
two more victories over Russian aircraft.
His second confirmed victory came September 8, while fly-
ing Oeffag C.1152.58 with Feldpilot Korporal (Field Pilot Cor-
poral) Wilhelm Oppelt. The Oeffag C.11 was a somewhat
unusual aircraft of modest quality; fewer than 100 were built,
all of which were assigned to the Russian front. Aircraft 52.58
encountered three Nieuport fighters in the vicinity of Ch. Raz-
bita Mogila and, in a fierce gun battle, shot down one of the
Nieuports which crashed in no-man's land. The victory was con-
firmed by the Austro-Hungarian Infantry Division No. 55.
On October 4, Schmidt and his pilot, Feldpilot Zugsfiihrer
Adolph Wiltsch, flying Lloyd C.V 46.01 on a reconnaissance
flight, were attacked by three aircraft described as "Russian
Sopwiths." After a short battle, Wiltsch and Schmidt shot down
one of the enemy aircraft in flames, which crashed near Juridica
behind the enemy lines. Infantry confirmation gave Schmidt
his third victory. Aircraft 46.01 was manufactured by the Lloyd
factory at Aszod, near Budapest, and was somewhat unusual
in that a thin wood veneer was used to cover the wings in place
of the linen used on most aircraft at that time. This caused
several difficulties such as build-up of moisture in the veneer
when the Lloyd C.V biplanes were stored overnight in tent
hangars, leading to eventual delamination of the wood and
structural failure. A tendency to side-slip into a spin also
engendered little love among crews for this aircraft. The scor-
ing of an aerial victory in a Lloyd C.V, in combat where the odds
were three-to-one against it, was indeed a significant
achievement!
For his excellent service with Flik 13, Schmidt received a
significant decoration, the Order of the Iron Crown, 3rd Class,
with War Decoration and Swords.
As hostilities on the Russian front wound down and even-
tually ceased with the armistice, Schmidt's air activity did too.
He made only two flights in November and none in December
or January of 1918. On January 10 he was transferred to Flik
166
26 as an observer. Since Flik 26 also was on the Russian front,
Schmidt was inactive with that unit as well.
The prolonged inactivity prompted Schmidt to request a
transfer to pilot's school. This was granted in April, 1918, and
he was assigned to the fighter pilot school at Campoformido
in northern Italy. Upon completion of training in the middle
of May, 1918, he was assigned as Chefpilot (Deputy Comman-
dant) to Flik 30J, a fighter squadron under the command of
Feldpilot Ober/eutnant in der Reserve Hans Fischer (3 victories).
The company was stationed at San Pietro in Campo, in the Piave
river valley near Belluno. This was approximately 50 miles due
north of Venice and 20 miles east of Feltre. The unit was
equipped with Phonix 0.1 fighters of the series 128., 228., and
328., as well as with a few Albatros D.III (Oef) fighters of the
series 153.
Consistent with LFT practice, Schmidt's completion of his
pilot's training course alone did not entitle him to the
Feldpiloten-Abzeichen (Field Pilot Badge). This was awarded
only at the front after the successful completion of a dozen
or so front-line combat missions. Schmidt was soon awarded
his Feldpiloten-Abzeichen at Flik 30J.
Despite a rather busy schedule of operational flights, Schmidt
did not score his first victory as a fighter pilot until July 12, 1918.
On that day, he was flying Phonix D. I 128.12 on a protective
escort mission for a reconnaissance biplane of Flik 530, also
stationed at San Pietro in Campo. He became involved in a
dogfight with seven Italian aircraft and eventually managed to
shoot down a SAML reconnaissance aircraft over the town of
Santa Maria in the area of Monte Tomba. This was confirmed
as his fourth victory by an Austro-Hungarian anti-aircraft unit.
On July 23, 1918, almost four years after the start of his active
war service, Oberleutnant Roman Schmidt became an ace. Fly-
ing Phonix 0.1 128.12, he shot down a Bristol F.2b from 139
Squadron, Royal Air Force, over San Godega di Urbano. The
aircraft's serial number was C-4762. The crew, Lieutenants V.D.
Fernald (Pilot) and C. Watkins (Observer), were both killed. They
were buried with full military honors in an elaborate ceremony
attended by member~ of all the Fliks under the Sixth Army Com-
mand, including Oberleutnant Roman Schmidt.
The final assignment of the war for Schmidt came at the
beginning of September when he was appointed CO of Flik
74), a fighter squadron based 35 miles due north of Venice at
San Fior di Sopra. The unit had been established in January,
1918, and had been at San Fior di Sopra since May, 1918. The
Flik had always been equipped with Aviatik 0.1 fighters of series
38. and 138. and, true to form for the "Berg" fighter, more losses
of aircraft at the Flik had occurred through structural failure
than through enemy action!
Schmidt's last victory came just eight days before the end
of the war, on October 27. Almost certainly flying an Aviatik
0.1 series 138. fighter, Schmidt downed an Italian Caproni Ca.
3 bomber (serial number 4071)over the range of mountains that
lies between Vittorio and Belluno. The bomber carried a mixed
crew, with the pilot Lieutenant Dewitt Coleman and the copilot
Lieutenant James Bahl from the American Army, and the
observer Tenente Vincenzo Cutello and machine-gunner
Sergente Tarcisco Canterutti from the Italian Army Air Service.
Lieutenant Coleman received the highest Italian decoration for
this action, the Medaglia d'Oro (Medal of Gold).
Other than the fact that he received Austrian Pilot Certificate
No. 2666 on January 27, 1919, nothing is known of Schmidt's
post-war career. He died April 5, 1959, at the age of 65.
Phonix fighters of Flik 30/, San Pietro in Campo airfield, Piave front. The aircraft on the right is Schmidt's Phonix D./ 128.12. The conversion
of the rudder cross patee to a "Balkenkreuz" dates this photograph in the first three weeks of August, 1918. Note the town of
San Pietro in Campo on the far left. (Grosz Photo)

Lloyd C.V 46.01, in which Schmidt scored his third victory,

October 4, 1917. Note the unusual wing shape and the
high gloss of the wood veneer used to cover the
wings and fuselage. Note the large common
cockpit, a feature of most Austro-Hungarian
two-seaters. (Stach Photo)
Roman Schmidt in Phonix D./ 128.12, the aircraft in which he
became an ace. Piave front, summer, 1918. Note the slightly
faded appearance of the right upper wing, probably
indicating a replacement wing. The white outline of
the right upper wing cross has been overpainted,
which contrasts with the slightly faded original
paint of the cross. The Flik 30/ squadron
marking is on the fuselage.
(Stach Photo)

167
 Hansa-Brandenburg C.I 26.24. This aircraft was flown many times by
"Oberleutnant" Rudolf Weber at Flik 25 in Russia during the
period April-June 1916. (Haddow Photo)
RUDOLF WEBER
Rudolf Weber was a professional soldier. He served every
day of World War One, first as an infantry officer, then later
as an aerial observer, and finally as a fighter and bomber pilot.
To each of these roles, he brought daring and boldness and
courage, to the joy of his Emperor and the sorrow of the enemy.
He was highly decorated and promoted out-of-turn. He was
the prototype of the successful military officer. He was also an
ace.
Weber was a Transylvanian Saxon, born in the town of
Segesvar in Transylvania, Hungary (today Romania) in 1890. He
opted for the career of military officer and in 1911was accepted
into Austro-Hungarian Infantry Regiment No. 31. With the out-
break of war in 1914, he went with his regiment to the Russian
front. There he rendered fine service and was decorated with
the Bronze Military Merit Medal. Perhaps a greater honor was
bestowed on him, however, on August 18, 1915, when he was
promoted out-of-turn to the rank of Oberleutnant (First
Lieutenant).
Toward the end of 1915, Weber volunteered for the Army Air
Service. He was soon accepted and, at the end of January, 1916,
assigned to the Officers' Flight School in Wiener-Neustadt for
training as an officer-observer. In mid-April, 1916, Weber re-
ceived his first posting in this capacity when he was assigned
to the newly-established Flik 25, stationed on the Russian front
under the command of Hauptmann (Captain) Karl Zuleger.
Weber arrived at the squadron in time to experience the severe
drubbings administered by the Russians during the Battles of
Olyka and Luck, which were part of the great offensive of
General Brusilov.
Weber scored his first victory on June 12, 1916. At 1930 hours,
flying Hansa-Brandenburg C.I 26.21 with pilot Zugsfuhrer
(Sergeant) Vinzenz Magerl, Weber engaged a Russian Voisin
two-seater in the vicinity of Zbaraz. In a somewhat lengthy gun
duel, Weber peppered the Russian aircraft with his machine
gun while Magerl added fire from a repeating carbine. Even-
tually, the enemy biplane went down steeply and crash landed
behind the Russian lines. During this long winded encounter,
the Russian flak batteries in the area had plenty of time to zero
in on the altitude of Weber's Brandenburg. As soon as the
Voisin had left the fight, Russian guns opened up and re-
peatedly holed the Austro-Hungarian biplane. Weber was
struck in the jaw by a shrapnel fragment and was severely
wounded. As soon as Magerl managed to bring the aircraft back
to Flik 25, Weber was taken to the hospital in Lemberg for
emergency surgery. The surgery was successful but his con-
valescence was prolonged and painful. ot the least part of
Weber's hurt was the permanent facial deformity resulting from
his wound which was sufficient for him never again to allow
a photograph of himself to be taken. While on extended
recuperative leave, Weber decided he wished to become a pilot.
During his time with Flik 25, Weber had received two signifi-
cant decorations. His own Emperor had bestowed on him the
Military Merit Cross, 3rd Class, with War Decoration, while the
government of Germany had awarded him the Prussian Iron
Cross, 2nd Class.
In the spring of 1917, Weber received his first posting as a
pilot when he was assigned as Chefpilot (Deputy Commandant)
to Flik 2 based on the lsonzo front in northeast Italy. Here he
flew with great intensity. The squadron was a general service
unit, so the majority of his flights involved some form of recon-
naissance. He did, however, fly an occasional mission in one
of the small number of fighter aircraft the squadron kept on
strength for escort purposes.
As is so often the case in aerial combat, Weber's last five vic-
tories were clustered, occurring in the ten-week period com-
mencing August 11, 1917. On the morning of that day, at 1100
169
 hours, flying a two-seater with observer Leutnant in der Reserve
(Reserve Second Lieutenant) Franz Schutz, Weber engaged an
Italian Nieuport and shot it down. Later the same day, again
flying a two-seater, but now with Oberleutnant Bruno Kainz
as observer, Weber again turned the tables on a Nieuport which
was attempting to intercept him and shot the Italian down. The
next day, at 1000 hours, flying a two-seater with Leutnant Alfons
Kratochwil!, he encountered an Italian reconnaissance two-
seater over Kambresko and engaged it in a dogfight. In relatively
short order, he sent the enemy aircraft crashing down behind
the Italian lines. A month later, on September 14, 1917, Weber
downed another Italian for his fifth confirmed victory. Finally,
on October 26, Weber, flying a fighter aircraft, possibly Hansa-
Brandenburg D.I "KD" 65.73, defeated an Italian SPAD which
made an emergency landing behind its own lines near
Podlesce. It was his sixth victory. The time ordained for aerial
victories had passed, however, and he was not to score again.
Weber remained with Flik 2 until January, 1918. Just before
he left, he was very highly honored by the award of the Order
of the Iron Crown, 3rd Class, with War Decorations and Swords.
After a short stay at the Fliegerarsena/, he was appointed the
first CO of the newly-formed dedicated bombing unit, Flik
170
102G. This squadron was based at Aviano airfield in northern
Italy. The unit operated both Hansa-Brandenburg C.I two-
seaters of the series 169., and German-built Gotha G.IV twin-
engined bombers. The great majority of the missions flown by
the squadron were at night. Because of the continuous prob-
lems with their engines, the Gothas were never very well liked.
The Hansa-Brandenburgs, on the other hand, always excelled
in the area of reliability, and these were the aircraft used for
the majority of the squadron's operational flights. Weber served
well as Flik 102G's CO and was still in that position when the
war ended.
At the end of October, 1918,Weber led his men in the general
withdrawal. They flew whatever would still fly from Aviano to
Laibach (today Lubljana, Yugoslavia). When his men arrived at
Laibach, their aircraft were confiscated by the new Yugoslavian
government. Weber then set out with several comrades in a
captured automobile and resumed his trek homeward. At a
roadside checkpoint in Styria, in southeastern Austria, Weber's
life tragically ended when a member of the volunteer militia
mistakenly shot and killed him.
He was buried in the Central Cemetery in Vienna.
An Oeffag C./ two-seater over Galicia, Russian front, 1916. The modest performance of this aircraft limited its production run to only 18
machines, at least two of which were flown by Rudolf Weber at Flik 25 during 1916. Note the extensive trenches zig-zagging across
the snow-covered countryside. (Kostrba Photo)

171
"Feldwebel" Julius Busa, "Fluggeschwader" I, lsonzo front, January, 1917. The stars
and braid on the collar show his rank while the balloon and basket denotes the
LFT. The medals, from right to left, are: Silver Bravery Medal, 2nd Class; Silver
Bravery Medal, 1st Class, with metal band across its ribbon indicating a
second award of it; Cold Bravery Medal. (Banger/ Photo via Meind/)
 JULIUS BUSA
Capitano (Captain) Francesco Baracca had left Santa Catarina
airfield in the company of his long-time friend and wingman,
Tenente(First Lieutenant) Fulco Ruffo di Calabria. He was fly-
ing his new French-built SPAD 5.7. In the area of Monte Cor-
ada,contact was made with the enemy. In Baracca's words: "I
madefrontal contact with a formation of Austrian fighters. By
rapid and precise fire, I surprised the aircraft at the head of
the enemy formation. He fell quickly." The aircraft downed for
Baracca'seleventh victory-his first in a SPAD-was Hansa-
BrandenburgC.I 129.20.Its observer, Oberleutnant (First Lieute-
nant) Hermann Grassier, jumped from the burning aircraft
without parachute at 3000 meters altitude. The pilot, Feldwebe/
(SergeantMajor) Julius Busa, presumably struck by Baracca's
bullets, never moved. The two-seater smashed into the ground
near Plava.
Julius Busa was born in Budapest on February 18, 1891. He
entered military service with the coming of World War One.
He completed pilot's training and, on December 6, 1915, re-
ceived Austrian Pilot Certificate No. 294.
On October 1, 1915, Busa was promoted to Korporal (Cor-
poral) and simultaneously assigned to Flik 14 on the Russian
front. This squadron was a general service unit, involved in a
wide variety of tasks. The task of primary importance, however,
wasreconnaissance. The aircraft employed at Flik 14 consisted
of a somewhat motley assortment of two-seater types.
In very short order, Busa demonstrated that he was a man
of quality. He soon developed a fine reputation as an extremely
capablepilot, possessed of a great amount of courage. At Flik
14 he was named "Field Pilot" on January 10, 1916, and, only
two weeks later, was presented the precious Field Pilot's Badge.
On February1, he was also promoted to Zugsfi.ihrer (Sergeant).
On January 18, flying Aviatik B.1134.07, directing the fire of
an Austro-Hungarian artillery battery, Busa was able to bring
his aircraft safely back to his airfield after it had taken a direct
hit from a flak shell.
While on a long-range reconnaissance mission, June 4, 1916,
Busa's aircraft took a direct hit from flak. In spite of the damage,
he successfully completed the mission. He received a written
commendation for this act of devotion to duty.
On the afternoon of June 23, flying Lloyd C.11 42.45 with
Kadett-Aspirant (Officer Candidate) Hermann Klecker as
observer, Busa encountered two Russian biplanes. He engaged
the Russians and, in a display of superb flying and first-rate gun-
nery, managed to force both enemy aircraft to make emergency
landings at the Russian airfield at Rudnia. Klecker had used only
60 rounds of ammunition during the fight.
A somewhat unusual encounter occurred August 18, when
Busa, flying Hansa-Brandenburg C.I 26.59, was attacked by an
aircraft bearing Austro-Hungarian markings. The ensuing
dogfight was inconclusive. Busa's attacker was presumably a
captured machine flown by a Russian pilot. Ten days later, Busa
logged another noteworthy flight when he completed a four-
hour reconnaissance mission over Rowno. This was accom-
plished despite a storm and a faulty engine, which ultimately
failed completely.
During this time at Flik 14, Busa had been recognized for his
achievements by an award of the Silver Bravery Medal, 2nd
Class, and by two awards of the Silver Bravery Medal, 1st Class.
The day of November 23, 1916, was a glorious one for Busa
and his observer, Leutnant (Second Lieutenant) Johann Popelak.
Flying Hansa-Brandenburg C.I 26.60 on a long-range recon-
naissance in the area of Brody and Beresteczko, they were in-
tercepted by a flight of three Russian aircraft. In a bitterly-fought
and wide-ranging air battle, the combination of Busa's fine
handling of his aircraft and Popelak's determined and accurate
shooting, eventually prevailed. All three Russian aircraft were
173
 shot down.
For his efforts of November 23, Leutnant Johann Popelak was
commended in the official army report for the day and was
recommended for a high decoration. As was so often the case,
however, the NCO involved, Busa, was not even mentioned!
When the paperwork for Popelak's decoration reached the desk
of Oberst (Colonel) Emil Uzelac, Commander of the Army Air
Service and a fine, fair man, it was signed by Uzelac who also
wrote on the margin, "And who was the NCO pilot?" So began
the chain of events that ended in Busa's receiving a telegram
informing him that he had been awarded the Gold Bravery
Medal, the highest possible award for an NCO.
On October 20, 1916, Busa was promoted to Feldwebel. Five
weeks later, he was transferred to the newly-formed Flug-
geschwader I, stationed on the lsonzo front in northeast Italy.
The squadron's airfield was at Divacca, very close to Trieste.
At this squadron, Busa flew Hansa-Brandenburg C.I two-seaters
of the series 69. and 129.
On May 13, 1917, he met Francesco Baracca in the skies over
Monte Corada.

Lloyd C.// 42.45 of Flik 14 in Russia, June, 1916. Busa scored a double victory in this aircraft June 23, 1916. Note the unusual wing shape and
the large common cockpit. The ground crew member points out a flak hit through the cross patee of the upper wing. Note the
combination of canvas hangars and wooden workshops. (Stach Photo)

174
"Fluggeschwader I" line-up, Divacca airfield, lsonzo front, 1917. Julius Busa flew with this unit from December, 1916, until his death on May 13,
1917.The two aircraft closest to the camera are Aviatik 0./. "Berg" fighters. The next two are KO fighters, followed by assorted aircraft most
of which are different series of Hansa-Brandenburg C./ two-seaters. (f. Banger/ Photo via Meind/)

175
"Feldwebel" Friedrich Hefty, Flik 12, lsonzo front, early summer 1916. The stars
and lace on his collar indicate his rank. His decorations are the Silver Bravery
Medals, 1st and 2nd Classes. (War Archive Photo via Meindl)

Hefty flying Hansa-Brandenburg C.I 69.19, Flik 44F in Romania, August
13, 1917. Part of the reason for this photo's clarity is the high quality
reconnaissance camera used to take it. Note the observer's gun, and
also the pilot's gun in the top-wing "baby coffin." (Stach Photo)
FRIEDRICH HEFTY
The Tapferkeitsmedaille (Medals for Bravery) were awarded
to NCOs and enlisted men of the Austro-Hungarian armed
forces for courage in the face of the enemy. Friedrich Hefty
won the Bronze Medal for Bravery three times. He won the
Silver Medal for Bravery, 1st Class and 2nd Class, each twice,
He won the Gold Medal for Bravery, the highest possible
decoration for an NCO of the LFT (Army Air Service), no less
than three times. After Josef Kiss and Stefan Fejes, he was the
most highly-decorated Hungarian NCO in the entire Army Air
Service of the Dual Monarchy. When Vice-Admiral Horthy,
Regentof Hungary, established the Order of Vitez in 1921 for
menof outstanding bravery and heroism, Hefty was one of the
first members of the order. He was one of the most outstan-
ding fliers and personalities of the Austro-Hungarian armed
forces in World War One.
Born December 13, 1894, in Pozsony (today Bratislava,
Czechoslovakia), Hefty was a count by birth but never used
the title since he felt it wou Id only alienate people. While watch-
ing Louis Bleriot's air display near Budapest, he became
fascinatedby flying and began to spend most of his spare time
associatingwith the aviation pioneers at Rakos field. He even-
tually left high school a year short of graduation to devote full
time to aviation. In 1913, he attempted his first glider flight in
the hills of Buda. His failure to finish high school would exact
its toll later by keeping him from becoming an officer in the
Austro-Hungarian armed forces.
Hefty was called up for military service when war broke out
in 1914.After finishing his basic training, Hefty volunteered and
was accepted for pilot's training in the Airship Section.
At the end of May 1915, Hefty was assigned to Flik 12 sta-
tioned at St. Veit on the lsonzo front, in the northeast corner
of Italy. The squadron CO was Hauptmann (Captain) Rudolph
Koppl. During Hefty's time with Flik 12, the unit was re-
+
stationed twice-to Haidenschaft airfield in July, 1915, and to
Aisovizza airfield in August. The command of the squadron was
also changed twice-Hauptmann Adolf Heyrowsky took com-
mand in August and was himself replaced by Hauptmann Arpad
Gruber in October.
As was LFT custom, although Hefty had completed all re-
quired pilot's training, it was not until he completed his 12th
operational flight against the enemy that he was awarded his
Field Pilot's Badge, July 2, 1915. With Flik 12, Hefty flew a wide
variety of reconnaissance and bombing missions. These were
flown in the somewhat flimsy Lohner Type E (series 15.) and
Type I (series 17.) biplanes, and also in the somewhat more
sturdy Albatros B.I (series 24.). Later, some Ufag-built Hansa-
Brandenburg C.I (series 61.) two-seaters were flown as well.
In an extremely dangerous sortie October 7, 1915, Hefty and
his observer, Oberleutnant (First Lieutenant) Adam Prinz
Sapieha-Kondenski, were instrumental in destroying an Italian
gun battery near Zuino. They were flying Albatros B.I 24.08 and
spent considerable time in a relatively static position to ensure
transmitting the best possible radio information to the Austro-
Hungarian artillery. In doing so, they exposed themselves to
ferocious Italian anti-aircraft fire which repeatedly holed their
aircraft, leaving the wing fabric in tatters and cutting some of
the control cables. Hefty suffered a bullet wound in his right
foot while Sapieha-Kondenski was severely wounded by a
shrapnel fragment. Hefty barely managed to bring the aircraft
to a forced landing just behind the Austro-Hungarian front
lines.
Other missions representative of Hefty's service at Flik 12 in-
cluded: a bombing attack against Cervignano, November 19,
1915, from which his aircraft (Albatros B.I 24.06) returned with
25 bullet holes; and a bombing mission against the bridges over
the Piave River, March 27, 1916, in Hansa-Brandenburg C.I 61.08.
177
 He also spent three weeks of December, 1915, in the hospital
with typhus.
In recognition of his considerable skills and experience as
a pilot, Hefty was assigned to the Air Service Arsenal at Aspern
in the autumn of 1916. There he served as a test pilot, concen-
trating on the new types of aircraft sent to Aspern for evalua-
tion. After several months service he returned to Flik 12.
In April, 1917, Hefty was assigned to the newly-established
Flik 44F (F=Fernaufk/arerkompanie or long-range recon-
naissance squadron), commanded by Rittmeister (Cavalry Cap-
tain) Lasislaus Korbuly, stationed on the Romanian front in the
Balkans. His duties there were generally similar to those he had
performed at Flik 12. On August 23, 1917, Hefty scored his first
aerial victory when he downed a Farman two-seater in the
vicinity of Tirgul Ocna, Romania, during a reconnaissance mis-
sion in Hansa-Brandenburg C.I 69.79.
In early October, 1917, Hefty was transferred to Flik 42), a
fighter squadron stationed on the lsonzo portion of the Italian
front, at Prosecco airfield, just north of Trieste. The CO was
Hauptmann Ladislaus Hary, who had led the squadron since
its inception in May, 1917. He was an excellent, natural leader
with superb judgment. Mature and considerate, always asking
rather than ordering, he made his men aware of the dangers
involved in anything he asked them to do. He was always ready
to acknowledge and implement another person's idea, if the
new idea was better. Hary later became a major general in the
Hungarian Air Force. It comes as no surprise that he was a
greatly beloved figure at the squadron.
Hefty reported to Flik 42J just as the tempo of the fighting
in that area was mounting-culminating in the 12th Battle of
the lsonzo (Battle of Caporetto), October 24-November 7, 1917.
The amount of air fighting, as is usual, paralleled the intensity
of the ground combat, so Hefty had plenty of opportunity to
fly. In the portion of October that he spent with Flik 42), he
had 19 combat missions. On October 25, he fought an incon-
clusive dogfight with a Nieuport scout while flying Aviatik D.I
38.04 (a "Berg" fighter). Two days later, flying A_viatik D.I 38.10,
Hefty scored his second confirmed victory when he shot down
an enemy aircraft which crashed into Lake Doberdo.
The German-aided Austro-Hungarian victory at Caporetto had
a devastating effect on the Italian forces and resulted in a shift
of the front lines approximately 60 miles to the west. Here the
lines of battle were redrawn, centered on the natural barriers
of the Piave river, the Montello, the Asiago plateau and Monte
Grappa. The movements of Flik 42J corresponded to these
moves, with the unit moving to Motta di Livensa (25 miles north-
east of Venice) in November, 1917, and later to Pianzano (30
miles due north of Venice) in late January, 1918. The squadron
would remain at Pianzano virtually until the war's end.
The end of the Caporetto offensive and the onset of winter
slowed both ground and air fighting to the point that Flik 42J's
CO, Hary, asked in a letter to LFT Command in January, 1918,
"How does the squadron remain a fighting squadron with only
two operational aircraft for our seven pilots to fly?" The Flik
was back to 12 pilots and 20 aircraft by the end of March,
1918-greater than average numbers for an Austro-Hungarian
fighter squadron. This reflected the build-up of activity by the
Dual Monarchy's forces on this front which peaked in the Piave
offensive of June, 1918.
Among the pilots of Flik 42), Hefty found two who were par-
ticularly compatible, Stabsfeldwebel (Staff Sergeant) Johann
Risztics and Zugsfi.ihrer (Sergeant) Ferdinand Udvardy. These
three men often flew together and shared much of their free
time as well. Their skill was such that both Udvardy anc;lRisztics
were eventually awarded the Gold Medal for Bravery twice. Hef-
ty, as we already know, was awarded the Gold thrice. The three
friends and fliers eventually became known as "Arany Trium-
viratus" (the "Golden Triumvirate").
In early 1918, the Flik began marking the sides of its aircraft
fuselages with large numerals. The pilots tended to keep the
same number while still serving with Flik 42J. Hefty's number
was "6," Risztics was "8," and Udvardy's was "7."
178
After a long scoring drought, Hefty registered his third vic-
tory April 17, when he shot down a Sopwith Camel over the
Montello, while flying his favorite aircraft, Albatros D.III (Oef)
153.169.
On June 15, the Austro-Hungarian armed forces launched
their last major offensive on the Italian front, the Battle of the
Piave. As would be expected, the fighting for air units along
the Piave front underwent a quantum increase, with daily
dogfights becoming the rule rather than the exception. On June
16, Hefty claimed a Nieuport over the Montello, while flying
Albatros D.III (Oef) 153.169. The victory failed to receive the
necessary ground observation for official confirmation,
however, and Hefty never was credited with it. Similarly, the
very next day, he claimed a Caproni bomber downed over the
Montello, but this also remained "nicht bestatigt" (not
confirmed).
On June 20, 1918, Hefty officially achieved ace status. With
other members of Flik 42), he attacked a large formation of
enemy aircraft attacking the Austro-Hungarian assault bridges
over the Piave River. At 1045 hours he shot down a two-seater
which crashed near Susegana. Ground confirmation by Austro-
Hungarian Anti-aircraft Battery 6/131 remarked that "the vic-
torious Albatros fighter had a large black '6' on the fuselage
side." Victory number four! At 1100 hours Hefty attacked
another two-seater which he identified as an Italian SAML and
followed it all the way to the ground where it crashed on the
Montello. Hefty's son Frederick, with whom the author spent
several days in May, 1980, had this to say about his father's fifth
victory: "He mentioned this victory to me several times. He was
first and foremost an aviator, and while he desired to score vic-
tories, he never wanted to do this if a fellow airman had to pay
heavily for it. His gunfire had probably killed both the SAML's
pilot and observer, but he followed the Italian aircraft all the
way to the ground, hoping and hoping its crew would pull it
out of its precipitous dive and make an emergency landing
rather than crash. My father always remembered how upset
he felt when the SAML finally crashed and exploded against
the Montello." Later that same day, Hefty claimed another air-
craft, which he called a Hanriot fighter, over Spresiano, but it
was not confirmed. All this flying on June 20, 1918, was done
in Albatros D.III (Oef) 153.169.
Hefty's final known victory claim was made two days later
when he shot down a Nieuport fighter over the Montello dur-
ing the evening. This was also unconfirmed. No further victory
claims of Hefty's can be documented, although at least one
author has made further claims for him. Hefty's flying, of
course, was far from over and this leads us to what was perhaps
the most exciting day of his life-August 22, 1918.
In the mid-morning of August 22, Hefty was sitting on alert
status with five other pilots of Flik 42J. The technical officer of
the unit drove up to the group and gave each pilot a rather
bulky, cumbersome parachute pack with an order from the Flik
CO that they were to be worn. These were German-made
Heineke Sitzpolster parachutes, made of silk dyed in a three-
color pattern of regular hexagons ("lozenges"). The colors were
medium olive, dark green, and dark blue-violet (Methuen col-
ors 30E8, 27F7, and 19F6 respectively). Delivery to Flik 42J had
occurred in early August, but experiments at the Flik using
sandbags to simulate falling humans had gone just poorly
enough to promote widespread distrust. Their discomfort and
bulkiness didn't help, either. But now, orders were orders, and
each man dutifully strapped on his parachute. Shortly after-
wards, a large formation of Italian Hanriot fighters was reported
heading their way.
The six Albatros fighters intercepted the Italian formation at
approximately 12,000 feet and promptly initiated an attack. As
Hefty turned to attack, he noted his parachute harness was not
completely buckled. He fastened his rudder lock to keep his
plane steady and fastened the remaining loose straps. Just as
he finished and loosened his rudder lock, Italian machine-gun
fire ripped through his aircraft and a high-pitched whistle
delivered a chilling message-punctured fuel tank!
 Almost instantly the Albatros burst into flames. Hefty ide-
slipped the aircraft to extinguish the flames, but to no avail.
He wa instantly presented with two choices: stay in his air-
craft and burn or trust hi life to the parachute he despi ed.
The mell of his singeing moustache quickly made his deci-
sion for him. He flipped the plane onto its back and fell from
the cockpit into pace, "4800 meter from earth" as official
record describe. Hefty pulled his ripcord and his rate of de-
scent jarringly slowed. As he approached the ground he
realized that the speed of his fall wa too great. Looking for
a cause,he noted that a cord was draped over the top of his
parachute-but he could do nothing. Luckily, he crashed
through the branches of a large tree before triking the ground.
Hefty sprained his right ankle but he was alive! His flaming
Albatros(serial 253.71)crashed near Mareno at 1100 hours. The
arm group commander, Ceneralober t (Colonel-General)
Prince chonburg-Hartenstein, sent Hefty a congratulatory
telegramand granted him both a bonus of 500 crowns and two-
weeks' leave.
In the period immediately after World War One, Hefty flew
"Offizierstellvertreter" Friedrich Hefty stand before a Han a-
Brandenburg C./ series 69. two-seater, Flik 44F, Romania,
late pr:ng 1917. (War Archive Photo via Meind/)
for Hungary against the invading Romanians, Serbians and
Czech . He was imprisoned in 1919, during the short-lived com-
munist regime, was released, and later flew liaison aircraft for
the ationalist Hungarian Air Force of Vice-Admiral Miklo
Horthy.
In the period 1920-1940,Hefty was involved in numerous ven-
ture , including: commercial flying for several airlines (including
MALERT and Air France); the establi hment and advising of
many local flying and gliding clubs all over the world; and the
founding of his own flying center in Hungary (the lkaru Fly-
ing chool), and another in Cairo. In the Second World War
he served as a lieutenant in the Correspondence Unit of the
Royal Hungarian Air Force. After his release from a POW camp
in Germany after the war, he returned home as very much the
"Grand Old Man of Hungarian Aviation."
When Hefty realized the degree of repre siveness of the com-
m uni t regime in Hungary, he left the country and emigrated
to the United States. He lived in Detroit, Michigan, ever the
aviation enthusiast, until hi death January 20, 1965.
Hefty in the cockpit of Fokker 8./ (Fokker designation "M. 10£")
erial 03.09, Flik 12, I onzo front, pring, 1916. ote the
white-red-white national markings stripes at the far
upper wingtip. (Hefty Photo)
Hefty in Aviatik 0./ 138.99, a "Berg" fighter, Flik 42/, Motta di
Livensa, ovember, 1917. ote the heavily splotched co/ors
of the "Autumn Leaf Mottle" camouflage pattern on the
wing and fuselage. ote the small windows for
instrument illumination and the small serial
numbers on the gray metal parts.
(Hefty Photo)
179
 Hefty with Albatros 0./11 (Oef) 153.58, Flik 42}, Motta di Livensa, December, 1917. The fuselage shows the effects of Cupid's bow. Hefty's
previous triangular personal marking has been hastily overpainted and replaced by a green shield bearing the initial of his (new?)
sweetheart "llonka." Note red and white wheel covers, Flik 42/'s unit marking. (Hefty Photo)

·-, - ,_

..
. '.:'

It was rumored that Hefty marked his aircraft with what he considered significant victories, possibly even scratching
them on his windscreen! Few people actually believed this. The author was a disbeliever until Hefty's son showed
him this photo of the windscreen from the wreckage of Albatros D./1/ (Oef) 253.71, the aircraft from which Hefty
parachuted. The scratchings indicate victories claimed while flying Albatros D./ II (Oef) 153.169. Note "53-69" at
lower left, a Central European way of writing "153-169." (Hefty Photo)

180
 Hefty with his favorite aircraft, Albatros 0./11 (Oef) 153.169, Flik 42}
at Pianzano, summer, 1918. Note the individual aircraft
identification numeral "6" in red highlighted with
black. Again on a green shield is seen the initial
A remarkable photograph taken from the observer's basket of an of Hefty's sweetheart, /Janka. The five-pointed
observation balloon, 1100 hrs., August 22, 1918. Hefty becomes crown on the shield indicates that she was
the first Austro-Hungarian flyer to save himself by parachute. "Edler" (Noble), i.e. from the lowest rank
ate the line snagged over the top of the canopy, partially of the nobility. (O'Ami Photo)
ruining its aerodyanmics. (Hefty Photo)

Hefty's Albatros 0./1/ (Oef) 253.64, Flik 42}, August 28, 1918. Elaborate pattern on wings and tail is "printed" fabric. The
same fabric is doped onto the wooden body and fin to camouflage tl]em as well. Note Hefty's number "6" and the
mixed styles of national markings. (Meindl Photo)

181
"Feldwebel" Julius Kowalczik, Flik 24, June 1917. The medal at the far left is the
Cold Bravery Medal, Austria-Hungary's highest award for an NCO. The metal
band across its ribbon indicates a second award of the medal. Note
Kowalczik's signature at the bottom. (Cina Piccoli Photo via Meindl)
 A trio of aces, Budapest, spring, 1918. On the left is "Offizierstellver-
treter" Julius Kowalczik. In the center is "Offizierstellvertreter"
Josef Kiss. On the right is "Offizierstellvertreter" Karl Kaszala.
Note the varied styles of uniform. (Meindl Photo)

JULIUS KOWALCZIK

JuliusKowalczik was a fine man and a dedicated soldier. He
excelledin flying fighters and two-seaters, scoring victories in
both. Talented and intelligent, his fine sense of humor
endeared him to all those with whom he served. Julius
Kowalczikwas one of the most highly-decorated NCO pilots
in the entire Austro-Hungarian Army Air Service. He also was
an ace.
Kowalczik was born in 1885, in Mahrisch-Ostrau, in what is
today Czechoslovakia. His parents were both of Sudeten-
Germanbackground. With the outbreak of World War One,
Kowalczik joined the armed forces of the Dual Monarchy.
Towardsthe end of 1915, he volunteered for the Army Air Ser-
viceand was accepted. He was posted to a course of pilot train-
ing which he successfully completed. On February 16, 1916,
hereceivedAustrian Pilot Certificate No. 326. Exactly one month
later, he was promoted to Korporal (Corporal).
In March, 1916, Kowalczik received his first frontline duty
assignmentwhen he was posted to Flik 15. This squadron was
a general service unit which had just been transferred from
the Serbian front to the south-Tyrolean front in northern Italy.
In his brief time with this unit, Kowalczik was awarded the
coveted Field Pilot's Badge.
Earlyin May, 1916, Kowalczik was tranferred to the newly-
formed Flik 24, stationed at Pergine airfield in the south Tyrol
under the command of Hauptmann (Captain) Gustav Studeny.
This was also a general service squadron, specializing, if
anything,in the various forms of reconnaissance. The squadron
flewa variety of two-seater types. Later, when such aircraft types
becameavailable, a small number of fighters were added to
the squadron's strength. These fighters were mainly used to
escort and protect the company's two-seaters as they went
about their vital tasks. The personnel of the Flik were generally
first-rate,including aces Georg Kenzian and Josef Kiss. A third
ace, Josef Friedrich, would join the squadron somewhat later,
in July, 1917.
Kowalczik flew whatever aircraft were on strength at the Flik,
and flew them all well, performing a wide variety of duties in
generally exemplary fashion. Shortly after his arrival at Flik 24,
he was promoted to Zugsfiihrer (Sergeant). A month later, in
June, 1916, he was awarded the Silver Bravery Medal, 2nd Class.
Five months after his arrival at Flik 24, Kowalczik scored his
first victory. In the early evening of October 14, 1916, flying
Hansa-Brandenburg C.I 61.18 with Oberstleutnant (Lieutenant
Colonel) Leo Nadherny as observer, Kowalczik combined with
a second two-seater to defeat a Farman two-seater. In the in-
itial firing of the engagement the Italian observer was fatally
hit. Shortly afterwards, the enemy pilot, Sergente (Sergeant)
Francesco Bobbio, was also mortally wounded. The Italian air-
craft fell with a side slip and crashed in the vicinity of Pergine
airfield. At impact, the Farman's fuel tank exploded, incinerating
the aircraft. The Italian crew was buried with full honors in the
cemetery at Pergine.
In November, Kowalczik received the highest decoration a
non-officer in the LFT could receive when the Gold Bravery
Medal was bestowed on him.
On March 18, 1917, Kowalczik scored a "double." At 1000
hours, flying Hansa-Brandenburg C.I 29.71 with Oberleutnant
(First Lieutenant) Viktor Breitenfelder as observer, he attacked
an Italian Farman two-seater between Asiago and Canove. In
a hail of bullets from his machine gun and Breitenfelder's as
well, Kowalczik sent the Farman curling down in flames to crash
behind the Italian lines. Just 15 minutes later, he attacked an
Italian Voisin two-seater and quickly forced its pilot to make
an emergency landing near Grigno.
March, 1917, was also a banner month for Kowalczik in the
decorations department. He not only received the Silver Bravery

183
 Medal, 2nd Class, for the second time, but also received the
Silver Bravery Medal, 1st Class, as well.
In the spring of 1917, Kowalczik was posted for a short time
to Fliegerersatzkompanie 6 in Wiener-Neustadt, where he
received fighter pilot's training. There he learned to fly the
effective but tricky Hansa-Brandenburg D.I "KD" fighter.
On June 10, Kowalczik scored again. Flying an unknown air-
craft (possibly a KD fighter), he combined with a two-seater from
Flik 17 and another two-seater from Flik 21 to carry out an attack
on a large, three-engined Italian Caproni bomber. Following
a furious running gun battle, the bomber was shot down in
flames, crashing in the Val d'Astico. The official records note
that Kowalczik was the man mainly responsible for the victory.
Ten days later, Kowalczik became an ace. Flying Albatros D.II
(Oef) 53.02, he intercepted an Italian Caudron two-seater over
Cima Maora in the Val Sugana and quickly shot it down in
flames. Besides being Kowalczik's fifth confirmed victory, the
triumph was doubly notable in that it was also the first victory
scored by any pilot in the LFT while flying an Albatros fighter.
This same month, Kowalczik became one of only 18 NCOs
in the entire Army Air Service to receive a second award of the
Gold Bravery Medal.
As his service at Flik 24 continued, so did his promotions.
On July 10, 1917, he was promoted to Stabsfeldwebel (Staff
Sergeant) and, on December 20, 1917, he was promoted to Of-
fizierstellvertreter (Deputy Officer). His superiors thought so
highly of him that they repeatedly nominated him for advance-
ment to officer status. As usual in the armed forces of the
Hapsburg Monarchy, these recommendations went unheeded.
During January 1918, sensing Kowalczik's battle fatigue,
higher command assigned him to the training section, the
Fliegerersatztruppe. As in all other things, Kowalczik gave his
best, becoming an excellent flight instructor.
This fine man survived the war but further details of his life
are unfortunately lacking.

Albatros 0./1 (Oef) 53.02, Flik 24 at Pergine airfield in June, 1917. In this aircraft, on June 19, 1917, Julius Kowalczik scored the LFT's first
victory in an Albatros fighter. The stubby style of fuselage cross was used on Albatros 0./1 (Oef) and early Albatros 0./1/ (Oef) fighters.
Note the laminations of wood in the propeller and the rear view mirror mounted in front of the cockpit. (Stach Photo)

184
Pilots of Flik 24 at Pergine, August 6, 1917. On the left is
"Stabsfeldwebel" Josef Kiss (19 victories), In the center is
"Stabsfeldwebel" Julius Kowalczik (5 victories). On the
right is "Feldwebel" Wenzel Schwartz (1 victory).
Aircraft is Albatros 0./11 (Oef) 53.33. The black
nose, struts, and wheel covers are Flik 24's
squadron marking. Note the Oeffag logo
on the aircraft just above Schwartz' cap.
(Meindl Photo)

185
Franz Lahner, wearing the collar stars of a "Zugsfi.ihrer" and the gold balloon of
the Army Air Corps, Flik 55}, Pergine, 1918. A second gold balloon is worn on
the side of his cap along with a metal biplane. The "K" on his cap button
signifies Emperor Karl I. At the left end of his medal row is the
Gold Bravery Medal. (Lahner Photo via Meind/)
 Albatros 0./// (Oef) 153.15, Flik 55/, Pergine airfield, late autumn 1917.
The fuselage monogram is almost certainly that of Franz Lahner.
Note the camouflage paint sloppily applied at the Flik. Note the
machine guns' flame tubes exiting above the cowl ring, as well
as the absence of the propeller spinner. (D'Ami Photo)

FRANZ LAHNER

FranzLahner was a man of skill and character, possessing
more than his share of leadership ability. In the four months
from November, 1917, to March, 1918, he downed five enemy
aircraft to achieve the status of ace.
Lahnerwas born in 1893 in the town of Bad Goisern, Upper
Austria. With the outbreak of World War One, Lahner was
calledto the colors of his nation. In 1915, he was assigned to
the Austro-Hungarian Imperial Rifle Regiment Number 2, an
outstanding infantry unit. After 11 months of frontline com-
bat, he volunteered for and was accepted by the Army Air
Service.
After completion of his pilot's training, Lahner was awarded
the Austrian Pilot's Certificate No. 734 on July 26, 1917. In mid-
August,1917,he was assigned to the newly-established Flik 55/,
then operating at Haidenschaft on the lsonzo front under the
command of Hauptmann Josef von Maier. After the Battle of
Caporetto, Lahner moved with the squadron to Pergine in the
Val Suganaon the south-Tyrolean front, where he remained
for the rest of the war.
Flik 55} was equipped initially with the Albatros D.111(Oef)
fighter and later with Phonix fighters. Lahner's favorite Albatros
(serial153.17)was marked with a large number "8." His favorite
Phonix carried a large white letter "L" on each side of the
fuselage.
Lahnerscored his first victory November 18, 1917, by downing
an Italian Nieuport which crashed in flames near Arsiero-
Villaverla.He flew Albatros D.111(Oef) 153.19during the combat.
Thevictory was confirmed by infantry of the Austro-Hungarian
11th Army.
Lahner scored again nine days later, this time downing a
SAML reconnaissance two-seater north of Asiago near
Campolongo.
On December 16,1917,Lahner, flying an Albatros fighter, shot
down another SAML two-seater, which crashed in the vicinity
of Fonzaso-Arten. Combining with Lahner to score this victory
were Offizierstellvertreters Julius Arigi and Josef Kiss, also fly-
ing Albatros fighters.
Lahner increased his score to four confirmed victories on
January 25, 1918, when, flying Albatros D.111(Oef) 153.70, he
engaged a Nieuport in a dogfight over Monte Alessi and Monte
Baddelecche. He sent his opponent crashing down behind the
Italian lines, and the victory was confirmed by Austro-
H u ngarian Anti-aircraft Battery 5/92.
On March 21, Lahner became an ace. Flying Albatros D.111
(Oef) 153.158, he attacked and destroyed an Italian Savoia-
Pomilio reconnaissance two-seater near Asiago for his fifth con-
firmed aerial victory. Almost immediately thereafter, however,
he was himself intercepted by numerous enemy fighters. His
Albatros was repeatedly holed and he was forced to make a
crash-landing behind his own lines south of Radighieri. Lahner
suffered mild injuries and his aircraft was totally destroyed,
thanks in good measure to enemy artillery which zeroed in on
the downed aircraft.
Though continuing to fly effectively with Flik 55} until war's
end, Lahner registered no further official victories. His service
at the squadron included a fair amount of administrative duty,
especially during the autumn of 1918, when Josef von Maier
left the Flik and was eventually replaced by a new CO, Oberleut-
nant Eduard Ritter von Hebra. Lahner took upon himself a con-
siderable amount of responsibility during this time of transi-
tion. Lahner was both liked and respected by the members of
the unit. The nickname given him by the Flik personnel, "Papa
Franz," expresses these feelings well.
Official recognition of Lahner's service took the form of,
among other items, two awards of the Silver Medal for Bravery,
1st Class, and the Gold Medal for Bravery, the single highest

187
 decoration available to an NCO in the Army Air Service of the
Dual Monarchy.
After the war Lahner served in the Police Squadron in the
Austrian city of Linz. When this organization was forbidden by
the Treaty of St. Germain, Lahner took up the profession of
lumber merchant.
Lahner served in the Luftwaffe in World War Two, as an
officer in charge of ground personnel. He was made an officer
because of Adolf Hitler's proclamation that all former members
of the LFT who had been awarded the Gold Medal for Bravery
should be given officer rank. After the war, Lahner returned
to selling lumber in Linz.
Towards the end of his life, Lahner suffered a cerebral stroke
which left him severely incapacitated. An illness complicating
his stroke resulted in his death in Linz, July 19, 1966.

The Phdnix fighters of Flik SS}, Pergine airfield, July 24, 1918. First aircraft on the left, with heart and white stripes, was previously flown by
Alexander Kasza. Third aircraft back on the left was Franz Lahner's, marked with a white "L ". The fourth aircraft back on the right,
marked with white letter "M" was flown by squadron CO, Josef von Maier. (Selinger Photo)

188
Out of love and respect, Lahner was given the nickname "Papa
Franz" by his comrades of Flik 55/. In this photo he is on the
left, standing with "Korporal" Otto Kullas, September 20,
1918.Note the Field Pilot's Badges on their right breast
pockets. (Lahner Photo via Meindl)

189
"Fliegermeister" Friedrich Lang of the Austro-Hungarian Naval Air Service, 1916.
(Selinger Photo)
 Lohner Type TI flying boat (serial L.131) over the Bay of Cattaro, southern
Adriatic, July, 1916. In this aircraft, on August 22, 1916, Lang scored his
first two victories. Note the extensive white and red striping on the
upper wings and on all the tailplanes. Note the imperial and royal
crest on the white portion of the rudder. (Meindl Photo)

FRIEDRICH LANG

FriedrichLang served his Emperor well, on board ship as well
asin the air. He was a skilled and intelligent naval officer who
servedwith courage and dedication throughout the entire war.
His five confirmed victories made him the Austro-Hungarian
avy'sonly other ace besides the legendary Gottfried Banfield.
It wasfor very good reasons that Lang became one of the Dual
Monarchy's highest decorated naval officers.
Langwas an Austrian by birth, though the exact place and
dateof his birth are unknown. In 1912, after completing his
secondaryschool curriculum, he joined the Austro-Hungarian
Navy.He was appointed Seeaspirant (Naval Cadet Candidate)
on September11, 1912, and assigned to the Naval Cadet School
for training. After the successful completion of his courses, Lang
wasthen assigned to a number of different naval vessels where
he servedwith distinction. On February 1, 1914, he was named
Seekadett(Naval Cadet).
At the outbreak of war in the summer of 1914, Lang was in-
volvedin shipboard service. On July 1, 1915, he was promoted
to the rank of Seefahnrich (Naval Ensign). He also was decorated
for bravery in combat, receiving the Silver Bravery Medal, 2nd
Class,for service on the Austro-Hungarian destroyer Balaton.
Not totally satisfied with the routines of shipboard service,
Langpetitioned for transfer to the Naval Air Service early in
1916.This request was granted and, on March 21, 1916, Lang
wasassignedto the Naval Fliers' School on the Island of Cosada.
Thisschool was part of the complex that made up the Austro-
Hungarian Navy's largest base, located at Pola (today Pula,
Yugoslavia)at the southern tip of the lstrian Peninsula in the
northern Adriatic Sea.
On May 1, Lang was promoted to Fregattenleutnant (Naval
Lieutenant).Seven weeks later, on June 20, 1916, he received
the Austrian Naval Pilot Certificate No. 60.
Lang'sfirst duty assignment as a pilot was the Naval Air Sta-
tion at Kumbor (today Kotor, Yugoslavia). He was there only
briefly, however, before being assigned to the Naval Air Sta-
tion which protected the Dual Monarchy's southernmost port,
Durazzo (today Durres, Albania). Here, Lang flew general pur-
pose aircraft, particularly Lohner flying boats, on a variety of
missions, including reconnaissance, bombing of land and sea
targets, and protection flights for ships and other aircraft.
On the morning of August 22, 1916, six Farman biplanes of
the Italian 34th Squadron left their airfield at Piskupi, Albania
and flew towards Durazzo, apparently intent on attacking the
Naval Air Station there. Flying Lohner TI (serial L.131) flying boat
with observer Einjahrig-Freiwilliger Stabsmaschinenwarter Franz
Kohlhauser, Lang intercepted the attacking formation. Over the
area of the Albanian coast between Cape Laghi and the estuary
of the Skumbi river, Lang encountered the Italians and attacked
the first Farman two-seater he saw. He closed to within 150
meters before Kohlhauser opened fire with his machine gun.
After ten minutes of exchanging fire, the Italian crew suddenly
jettisoned a number of bombs which exploded as they hit the
water. The Farman then glided down close to an Italian
destroyer of the lndomito class. The Italian pilot fired a white
distress flare and crash-landed in the sea.
Lang and Kohlhauser had little time for sightseeing, however,
since they were almost immediately attacked by a second Far-
man biplane. The two aircraft closed to within 30 meters and
locked horns in a bitter dogfight. For 30 minutes the Lohner
and Farman alternated firing passes and avoidance maneuver-
ing. The Lohner was struck repeatedly but eventually it was the
Farman which yielded the field, gliding down to force-land near
one of the Italian destroyers. According to the testimony of Lang
and Kohlhauser, the crew of their second victim wore French
uniforms. Lang and Kohlhauser barely managed to limp back
to Durazzo, where the Lohner required considerable repairs

191
 before again being thought airworthy. Interestingly, this Italian
formation was the same one which Feldwebel (Sergeant Ma-
jor) Johann Lasi and Stabsfeldwebe/ (Staff Sergeant) Julius Arigi
of Flik 6 attacked, scoring five victories.
In January, 1917, Lang was assigned to the Naval Air Station
at the large navy base at Pola. Here he flew a very large variety
of missions. The pace of activity was considerably more hectic
than it had been at Durazzo. This was so in great part because
of the proximity of Italian territory (Venice was only 85 miles
to the northwest). Lang rendered his usual first-class service
here and for this was awarded the Military Merit Cross, 3rd
Class, with War Decoration and Swords, as well as the Silver
Military Merit Medal with Swords, both significant honors.
During September, 1917, because of the increasing severity
of air attacks on Pola, it was decided to form a specialized
fighter detachment. This unit was based at Altura airfield just
inland from Pola. Lang was one of its first members.
On May 19, 1918, flying a Phonix D.I land fighter (naval serial
A.115) together with three other fighters from Altura, Lang
encountered an Italian formation of two reconnaissance air-
craft escorted by four Macchi M.5 fighter boats. Lang rather
quickly defeated two of the fighters, both of which went down
about 20 sea miles east of the mouth of the Po River.
Lang became an ace on August 12, 1918. Flying Phonix D.I
A.117, he attacked a Macchi L-3 flying boat at an altitude of 100
meters, and quickly sent it crashing into the Adriatic in flames,
45 kilometers west of Peneda for his fifth confirmed victory.
For his service at Altura, Lang became one of very few naval
officers to receive a second award of the Military Merit Cross,
3rd Class, with War Decoration and Swords. He also received
an even greater honor when he was decorated with the Order
of the Iron Crown, 3rd Class, with War Decoration and Swords.
Lang survived the war, being separated from military service
on March 31, 1919. He lived at least into the late 1930s but other
details of his life are unfortunately unavailable.

Lohner Type TI flying boat (serial L-131), Durazzo Naval Air Station, Albania, August, 1916. The pilot and observer sat side by side. Below the
left hand of the crew member standing in the cockpit can be seen the i:eceiver of the observer's machine gun, mounted on the starboard
side of the cockpit. The glass rectangle below the machine gun is the windscreen, folded forwards and down in stowed position.
Note the sailing ships in the harbor. (Stach Photo)

192
Phdnix D.I Serial J.12 (formerly A.110) in Italian hands at Montecelio soon after the armistice. Friedrich Lang scored his last three victories flying
aircraft of this type. Note the brown camouflage mottling of the fuselage and nose panels. The extensive red and white national markings on
the wings and tail surfaces were standard Austro-Hungarian Naval Air Service practice. (D'Ami Photo)

193
"Stabsfeldwebel" Johann Lasi, late 1916. The collar stars and braid indicate his
rank, while the balloon denotes the LFT. The medals, from left to right, are:
the Silver Bravery Medal, 1st Class; the Silver Merit Cross with Crown;
the 1912-1913 Commemoration Cross. (War Archive Photo via
Kostrba and Meind/)
 Hansa-Brandenburg C./ 61.64 of Flik 6 at Skutari airfield, Albania in 1916.
In this aircraft, Johann Lasi and pilot Julius Arigi scored five victories in
a 30-minute fight, August 22, 1916. Note the "baby coffin" over the top
wing, housing the pilot's non-synchronized machine gun. The extra
decimal point at the end of the serial number indicates that this
particular aircraft was manufactured in Germany rather than in
Austria-Hungary. (Stach Photo)

JOHANN LASI

Johann Lasi was a first-rate chief mechanic and sometimes
machine gunner, whom fate tapped on the shoulder one
August morning in 1916 and made an ace.
He was born to Croatian parents in 1890 in the city of Katy,
district capital of Bacs-Bodrog. This region was known for brave
fighting men and produced the most talented machine gun-
ners in the entire Austro-Hungarian Army. At the end of his
formal schooling, Lasi learned the trade of a cartwright.
Lasijoined the Austro-Hungarian Army in 1911.When he later
requested transfer to the Airship Section, his acceptance no
doubt was helped by his great technical skills and also by the
factthat he could speak and write flawless Serbo-Croatian, Ger-
man, and Hungarian.
In September, 1914, Lasi was assigned as chief mechanic to
the newly-formed Flik 6, stationed at lgalo airfield on the Balkan
front under the command of Hauptmann (Captain) Wilhelm
Dvorak. In January, 1916, Flik 6 was transferred to Skutari air-
field in Albania. Lasi accompanied a section of the squadron
which was sent further south, to Kavaja airfield, 15 miles
southwest ofTirane (the present capital of Albania). The situa-
tion here was desperate. The equipment was obsolete to begin
with, and then got worse! As chief mechanic, Lasi had his hands
full making the Flik's collection of junk function as aircraft.
The Balkan front's low priority for manpower, combined with
the typhus and malaria which were rampant in the region,
resulted in the rare situation that Lasi participated in 14 bomb-
ing missions as observer-machine gunner. This also reflected
his skill as a gunner. For this service, he received the Silver Merit
Cross with Crown.
On August 22, 1916, 6 Farman two-seaters of the Italian 34th
Squadron left their airfield at Piskupi to attack the Naval Air
Station at Durazzo. The Farmans were first attacked by Naval
aircraft from Durazzo (see Friedrich Lang). Eventually they flew
over Kavaja. Stabsfeldwebel (Staff Sergeant) Julius Arigi, despite
repeated refusals by the Flik's CO to do so, took off in Hansa-
Brandenbu rg C.I 61.64 to attack the Italian formation, taking
Lasi along as his gunner. By a combination of Arigi's flying and
shooting and Lasi's superb gunnery, five of the six Italian two-
seaters were shot down and confirmed as victories for Lasi and
Arigi (see Julius Arigi). For this splendid action, Lasi received
the Silver Bravery Medal, 1st Class, a very high decoration.
Soon afterwards, Lasi sought pilot's training and was assigned
to the Fliegerersatztruppe (FLET)at the end of August, 1916.
In June, 1917, Lasi was assigned to Fliegerersatzkompanie 1
(Flek 1) as a flight instructor. He was still at this post when the
war ended.
After the war, it is probable that Lasi became a Yugoslavian
citizen but this is not certain. Unfortunately, further details of
Lasi's life are unavailable.

195
"Ober/eutnant in der Reserve" Bela Macourek, August 1918. (Grosz Photo)
 BELAMACOUREK
BelaMacourek was a calm; patient man whose greatest pas-
sion, perhaps, was that of Hungarian nationalism. He served
theAustro-Hungarian Empire as a first-class officer, both in the
artillery and in the Army Air Service. He performed his duties
on multiple fronts with dedication and distinction. Although
he received many decorations, they never seemed quite
enough to match the quality and duration of his service.
Strangely,the highest decoration he received for his First World
Warservicewas awarded to him 13 years after the war ended!
Macourek was born of Hungarian parents on November 4,
1889,in Nebojsza in the county of Pozsony, in what is today
Bratislava, Czechoslovakia.
At the outbreak of war in the summer of 1914, Macourek
joined the Royal Hungarian Mounted Artillery Division No. 1,
with the rank of Leutnant in der Reserve (Reserve Second
Lieutenant).He served in multiple campaigns with distinction
and was recognized for his valor by the award of the Bronze
MilitaryMerit Medal (often called the "Bronze Sign um Laudis").
After two years of service with the ground forces, Macou rek
decided to make a change. He volunteered for the Army Air
Serviceand was accepted. In the middle of 1916, he was
assignedto the Officers Flight School in Wiener-Neustadt for
the purpose of learning the multiple skills necessary to be a
competent occupant of the rear seat of a reconnaissance
aircraft.
After completion of his training in December, 1916,Macourek
wasassigned to Flik 23, stationed at Divacca airfield on the
lsonzofront in northeast Italy. This unit was a typical general
servicesquadron, operating mainly a variety of two-seater air-
craftwith a small number of fighters to escort the two-seaters.
A very wide variety of tasks were performed by Flik 23, the
majority of which were along the lines of reconnaissance,
artilleryspotting, and light bombing.
The observer's badge (Luftfahrer-Abzeichen) was not given
merely for having completed one's observer training, but was
awarded only after a significant number of missions had been
successfully carried out against the enemy. An idea of how
treasured was this badge is illustrated by the fact that Macourek
did not receive his until April 29, 1917, more than four months
after joining Flik 23!
Macourek scored his first victory on May 21, 1917. He had
the good fortune to be fighting in Hansa-Brandenburg C.I
129.46,with Zugsfi.ihrer (Sergeant) Franz Slalina at the controls.
Slalina was a superb pilot who would gain four victories and
two awards of the Gold Bravery Medal before his death May
11, 1918. Over Selo, the pilot of an Italian SPAD had the misfor-
tune to choose their aircraft as his next victim. Slalina and
Macourek quickly turned the tables and shot him down behind
the Italian lines.
For his service with Flik 23, Macourek was awarded the Silver
Military Medal with Swords ("The Silver Signum Laudis"), and
the Military Merit Cross, 3rd Class, with War Decoration and
Swords.
In response to his request for pilot's training, Macourek was
sent to the pilot school operated by Flik 19 at Haidenschaft air-
field. At the completion of this training, he was assigned to Flik
6 on the Albanian front as its Chefpilot (Deputy Commander),
starting in mid-October, 1917.
The Albanian front was hardly the ideal posting, but
Macourek accepted it with his usual quiet grace. Despite active
flying, he did not score a victory for his first nine months at
Flik 6. When he broke his scoring drought, however, he did
it with style, scoring a double victory July 6, 1918. Flying Aviatik
D.I 238.35 (a "Berg" fighter), Macou rek intercepted a French
reconnaissance aircraft over Matka, southeast of Fjeri. He forced
the enemy aircraft down on friendly territory where the pilot,
197
 who had been wounded, was made prisoner. Macourek's se-
cond victim that day was a Caproni Ca.3 bomber (serial 4164).
This bomber was stationed at Tahiraga airfield as part of the
Italian 11th Bombing Squadron. Its crew of four included
observer Capitano (Captain) Leonardo Guiliano and pilot
Tenente (First Lieutenant) Antonio Magnocavallo. The markings
of the aircraft had been described in a letter from Magnocavallo
to his mother (published in 1919 ): "On the twin fuselages of
the aircraft are painted the names of two rivers which have
witnessed Italian gallantry-Piave and Osum (Latin for lsonzo)."
Macourek, flying his underpowered Berg fighter, made a sur-
prise attack on the Caproni and shot it down near Mifoli, killing
all four crew members.
During his time at FLik6, Macourek was repeatedly nominated
for awards of the Order of the Iron Crown, the Leopold Order
and the Gold Bravery Medal for officers, but received none of
these, for reasons that remain obscure.
At the end of July, 1918, Macourek was transferred to lgalo
airfield on the Bocche di Cattaro in Dalmatia (today Boka Kotor-
ska, Yugoslavia). His assignment was CO of Flik 1J, a fighter
squadron that made up part of the defenses of the naval sta-
tion at Cattaro. Among the aircraft used by the squadron were
the first two examples of the new Aviatik D.I series 338. fighter,
courtesy of Julius Arigi, (see Arigi) who was at Flik 1J with
Macourek.
Fittingly, Macourek's first victory at the squadron was scored
"Oberleutnant in der Reserve" Bela Macourek, CO Flik 1f:
lgalo airfield'. Dalmatia, August, 1918. The aircraft is Aviatik D./ 338.02, a "Berg"
fighter. Note the machine guns 1ust in front of the cockpit and the radiator on the side of the nose. Macourek scored his fourth and fifth
victories in this aircraft. (Grosz Photo)
198
in concert with Arigi. On August 23, 1918, they attacked a British
DH-4 bomber seven miles southwest of Punta d'Ostro and shot
it down into the sea.
Macourek closed his scoring and became an ace with his fifth
victory, September 6, 1918. He was flying Aviatik D.I 338.02,an
aircraft on which he had expressed his strong feelings for an
independent Hungarian state by painting oblique stripes on
the sides of the fuselage in the Hungarian national colors of
red, white and green. On this day he intercepted a British DH-4
bomber nine miles west of Cattaro and shot it down in flames
into the Adriatic. The wreckage was salvaged by Austro-
Hungarian torpedo boats while the bodies of the crew were
later found by an Austro-Hungarian flying boat.
Macourek went to Hungary after the war and became a citi-
zen. He flew for the Red Air Corps in 1919 against the invading
Rumanians, Serbians, and Czechs. After this conflict ended, he
entered the Hungarian civil service and adopted the Hungarian
surname of Maklary.
When Hungarian Regent Vice-Admiral Horthy established the
Order of Vitez (Order of the Brave) in 1921, Macou rek was made
one of its first members.
World War One echoed for the last time for Macourek in
1931, when the Order Chapter of the Military Order of Maria
Theresa, in recognition of his achievements as a fighter pilot
with Flik 6 and Flik 1J, awarded him the Gold Bravery Medal
for Officers!
 B.02

Macourek in Aviatik 0./ 338.02, lgalo, August, 1918. Note the hand-painted lozenge (hexagonal) camouflage pattern. The thin oblique fuselage
stripes of (front to back) green-white-red are the Hungarian national co/ors and express Macourek's belief in an independent Hungarian
state. The dark area on the propeller contains an electrical wire which, if damaged, signals the pilot that his machine gun fire is not
longer synchronized and is striking the propeller. (Grosz Photo)

199
"Leutnant in der Reserve" Kurt Nachod, 1915. (War Archive Photo
via Kostrba and Meind/)
 KURT NACHOD
Among all the aces of the Austro-Hungarian Empire, Kurt
Nachod perhaps came as close as anyone to being a "playboy."
He was rich, handsome and dashing, with a true appreciation
for life's better things. As if these were not enough, he also
possessedbrilliant intelligence, with wit and charm to match.
He was born on March 8, 1890, in Brunn, which is today called
Brno, Czechoslovakia. He attended the Gymnasium in Brunn
and proved to be an exceptional student. At the time of his
graduation he could speak and write flawlessly in German,
Czech, English, French, and Spanish.
In the years before World War One, Nachod fulfilled his
military obligation by serving in Austro-Hungarian Infantry Regi-
ment No. 8, a unit composed mainly of Moravian Czechs. He
had a keen interest in technical matters and this influenced
his parents to purchase him an automobile, a rare item in the
pre-war era. Through a passionate involvement with his car,
Nachod became a fine driver and a first-class mechanic as well.
When war broke out in 1914, Nachod managed to find a way
to simultaneously fight the enemy and maintain his relation-
ship with his beloved automobile. Instead of rejoining his in-
fantry regiment, he joined the Austro-Hungarian Volunteer
Motor Corps. As a member of this unit, he traveled to the Ser-
bian front where he was allowed to chauffeur high-ranking
officers from place to place using the automobile his parents
had given him. Eventually this occupation began to bore
Nachod and he began to look for new and more interesting
things. He went from one thing to another, finally winding up
in May, 1915,as commanding officer of an armored railway train
traveling through northern Italy!
At this point, a decision for change seems to have been made,
however. Whether motivated by the need for a deeper service
commitment or simply the need for higher and faster thrills,
or both, Nachod joined the Army Air Service in September,
1915. Whatever needs were present in Nachod, the LFT seems
to have satisfied them, since, from that date until his death in
1918, his record is one of uninterrupted first-class service, aerial
victories and decorations.
After the completion of his observer training at the Officers
Flight School in Wiener-Neustadt, Nachod was assigned in
October, 1915, to Flik 10, a general service squadron stationed
on the Russian front. The unit performed a variety of tasks,
utilizing an assortment of types of two-seater aircraft.
In February, 1916, Nachod was transferred to the newly-
established Flik 20, stationed on the same airfield as Flik 10.
The range of Nachod's duties was much the same as at his
former squadron, while the number of aircraft types flown was
much greater.
On May 31, flying in Knoller-Albatros 8.1 22.18 with an
unknown pilot, Nachod scored his first victory when he en-
countered a Russian Farman two-seater near Klewan and forced
it to make an emergency landing.
Five weeks later, Nachod scored again. Flying in Knoller-
Albatros 8.1 22.20 with pilot Zugsfiihrer (Sergeant) Franz Zuz-
mann, Nachod encountered another Farman two-seater near
Sofiewka, north of Luck. He immediately instructed Zuzmann
to dive on the enemy aircraft, while he opened fire with his
machine gun. The gun soon hopelessly jammed, whereupon
Nachod switched to a carbine his aircraft carried and resum-
ed effective fire on the enemy aircraft. Soon afterwards, the
Russian dove away from the flight and made a forced landing.
Nachod scored his only double victory on January 7, 1917.
Flying in Hansa-Brandenburg C.I 26.54 with pilot Korporal (Cor-
poral) Friedrich Camoch, Nachod engaged two Russian aircraft
over the city of Luck. By a combination of Camoch's fine
handling of their aircraft and Nachod's superb gunnery, the
Austro-Hungarians forced both the Nieuport and the Farman
201
 two-seater to make forced landings behind the enemy lines.
The victories were Nachod's fourth and fifth.
For his service at Flik 20, Nachod received three significant
decorations: the Military Merit Cross, 3rd Class, with War
Decoration; the Prussian Iron Cross, 2nd Class; the Silver
Military Merit Medal, with Swords.
In July, 1917, Nachod was assigned as an observer to Flug-
geschwader I (later Flik 101 G), stationed on the lsonzo front
in northeast Italy. This squadron was initially a general service
unit, but later became one of the companies that constituted
the dedicated bombing detachment, Fliegergruppe G. Nachod
aggressively pursued pilot's training at his new unit on an on-
the-job training basis. Soon after his arrival there he qualified
as a pilot and, shortly afterwards, received the coveted Field
Pilot's Badge.
On the night of May 9, 1918, while practicing night landings
in Hansa-Brandenburg C.I 269.32, Nachod crashed and was
severely injured. Two days later, he died. He was posthumously
awarded the Order of the Iron Crown, 3rd Class, with War
Decoration and Swords.

Knol/er-Albatros 8./ 22.20 of Flik 20 in Russia, 1916. Kurt Nachod scored his second victory in this aircraft, July 3, 1916. The pennant trailing
from the tail skid indicates a flight leader. Note the single thickness of fabric at the trailing edges of the wings. The dark spot on the
vertical tailplane is the Albatrbs logo. (Haddow Photo)

202
Hansa-Brandenburg C./ two-seaters of Flik 101G (formerly "Fluggeschwader I), Divacca airfield, lsonzo front, autumn 1917. Note the flexible
machine gun at each observer's position and the "baby coffin"-mounted gun on each top wing for the pilot's use. The first two aircraft
are Phonix-built and bear the Phonix logo on the fin just forward of the tail cross. Of all the aircraft Kurt Nachod flew in combat, the
aircraft nearest the camera, Serial 329.08, was his favorite. (}. Banger/ Photo via Meindf)

203
"Feldwebel" Augustin Novak, Flik 30, Carpathians, Russia, August 1916. In the
official records, his name is often misspelled "Nowak," as it is in the album
from which this photograph was obtained. (War Archive Photo via Meindl)
 AUGUSTIN NOVAK
Augustin Novak was a loyal and hard-fighting soldier. He
rendereddistinguished service both as an artilleryman and as
anairman,receiving significant decorations for both. He served
onthe Russian,Romanian and Italian fronts, against determined
opponents, under conditions far from ideal. Despite initial
problemswith his flying abilities, he continually honed his
skills,eventually making himself a first-class pilot. In the course
of hisvaried service, he achieved five confirmed aerial victories,
makinghim one of the aces of the Austro-Hungarian Army Air
Service.
Novakwas born of Czech parents in the town of Batenwald
in the district of Neutitschein, in what is today Czechoslovakia.
In 1911,he enlisted as an active soldier in the Austro-Hungarian
Army.The outbreak of World War One found him serving as
a section leader in the 3rd Battery of Horse-Artillery Division
No.7. In the Austro-Hungarian Army, the horse-artillery divi-
sionswere units equipped with light, mobile field guns, and
usuallywere assigned to cavalry divisions.
In August, 1914,Novak and his unit were sent to the Russian
front as part of the Austro-Hungarian 1st Army, under the
leadershipof General der Kavallerie (Cavalry General) Viktor
Dankl.The first major victory for the army was the Battle of
Krasnik,August-September, 1914. Novak distinguished himself
in this battle and, in December, 1914, was awarded the Silver
BraveryMedal, 2nd Class.
In January,1916, Novak volunteered for assignment to the
ArmyAir Service, which accepted his transfer. He was sent for
a courseof pilot's training, at the completion of which he was
grantedAustrian Pilot Certificate No. 389 on July 13, 1916. Soon
afterwards,Novak was assigned to the newly-established Flik
30,operatingin the Carpathian Mountains on the Russian front
underthe command of Rittmeister (Cavalry Captain) Wedige
von Froreich.
Novak's debut at Flik 30 was hardly auspicious. Soon after
his arrival, the squadron was moved to a new airfield at Ispas.
During the ferrying of the unit's aircraft to the new field, on
August 12, 1916, Novak crashed his Lloyd C.11Itwo-seater, badly
injuring himself and even more severely injuring his observer,
Oberleutnant (First Lieutenant) Egon Wagner, whose injuries
would require several months' hospitalization. Novak himself
was in the hospital for almost a month and, when he returned
to the squadron, he discovered to his chagrin that none of the
observers wanted to fly two-seaters with him, so low was their
confidence in his flying ability! Soon afterwards, in November,
Novak was transferred to Flik 13 on the Romanian front.
The switch to another squadron proved to be a real tonic for
Novak. The change of scene and the busy, effective flying he
• was called upon to perform combined to restore his self
confidence.
The day of December 27, 1916, would prove to be a banner
one for Novak. Late in the morning he took off from the
squadron's airfied at Czik-Taplocza in Hansa-Brandenburg C.I
27.01 with Leutnant (Second Lieutenant) Alexander Souhrada
of Flik 29 as his observer. Their target was the enemy-held
railroad complex at Onesti. In a diving attack, Souhrada was
able to hand-throw a bomb which scored a direct hit on the
rail station. As they pulled out of their attack, they were engaged
by a Farman biplane. After a brief battle, they shot down the
enemy aircraft, which crashed at Bratisti, east of Onesti, at 1120
hours. That afternoon, Novak returned to attack the Onesti rail
station yet again, this time with Leutnant August Kosutic (a
technical officer at Flik 13) in the rear seat. A diving attack and
an accurate bomb toss by Kosutic again scored a direct hit on
the train station. The Romanians responded even more vigor-
ously to this second attack, sending two Farman biplanes to
intercept Novak's two-seater. In a savage, hard-fought duel,
205
 Novak and Kosutic shot down first one, and then the second,
enemy aircraft. The Farmans fell at 1500 hours and 1520 hours.
For these achievements, Novak was awarded the Silver Bravery
Medal, 1st Class.
On December 30, Novak was assigned to the newly-forming
Flik 39, which was stationed north of Vienna. He made good
use of this rather quiet time to polish his flying skills further.
Not one bit of his self-improvement went to waste, since the
airfield at Csik-Szereda on the Romanian front, where Flik 39
was sent in March, 1917, was a true adventure to fly from. Not
only was the airfield quite small, it also was so configured that,
if a landing were overshot even a little, the pilot found himself
plunging down the steep incline that bordered the field! In spite
of the adverse topography, Novak and the other pilots of Flik
39 managed to perform excellently under the fine leadership
of Hauptmann (Captain) Karl Nikitsch, against the opposing
Russian and Romanian squadrons with their agile Nieuport and
sturdy SPAD fighters.
Novak scored for the fourth time early in the morning (0640
hours) of June 21, 1917. Flying in Hansa-Brandenburg C.I69.53
with Rittmeister Karl Lukats as his observer, he engaged what
he described as a "large three-engined Farman" (possibly a
twin-engined Caudron G.IV) over the enemy airfield at Com-
anesti and shot it down. The tables were turned 17 days later
when Novak and his observer, Leutnant Franz Firtos von
Felsobenced, in Hansa-Brandenburg C.I 67.52, were jumped by
two Nieuport fighters over Darmanesti. Firtos was so badly
wounded that he died later the same day. Novak, though
himself severely wounded, managed to nurse their crippled
two-seater to the friendly side of the lines where he crash-
landed near Berge Magyaros. Their aircraft collapsed into a pile
of debris almost as soon as it touched the ground.
In August, 1917, Novak was distinguished by a second award
of the Silver Bravery Medal, 1st Class. At the end of September,
Flik 39 was transferred to the Italian front where it actively par-
ticipated in the Battle of Caporetto (October 24-November 7,
1917). Four days after that battle, Novak became an ace. On
November 11, flying in Hansa-Brandenburg C.l 129.47with Leut-
nant Hans Happack as observer, he intercepted an Italian SAML
reconnaissance two-seater and shot it down over Monte Grappa
for his fifth and final aerial victory.
At the end of January, 1918, Novak was transferred to the
Fliegerersatztruppe where he probably served as a flight instruc-
tor for student pilots.
Unfortunately, no further details of his wartime or postwar
activities are known.

Lloyd C.11143.51, Flik 30, /spas airfield, Russia, August 12, 1916. In this crash, both Novak and his observer were seriously injured. Note the
unusually high cross patee and the unusually low serial number placement, features characteristic of the W.K.F. firm in Vienna which
license-built this particular aircraft. (Haddow Photo)

206
Hansa-Brandenburg Cl 69.16 comes to grief in Italy. In happier times, Augustin Novak flew this aircraft successfully on numerous occasions
while with Flik 39 on the Romanian front during the spring and summer of 1917. (Author's Photo)

207
"Oberleutnant" Karl Patzelt, Officers Flight School, autumn 1916. On the collar,
the two stars indicate his rank, while the balloon and basket denotes the LFT.
The row of ribbons, from left to right, represents: the Military Merit Cross,
3rd Class, with War Decoration and Swords; the Bronze Military Merit
Medal with Swords; the Commemoration Cross. Note the monocle.
(Selinger Photo)
 KARL PATZELT
Karl Patzelt was sincere, enthusiastic, dedicated and tough.
He was an outstanding infantry officer who, despite multiple
wounds, kept returning to duty. With the Army Air Service, his
energy and talent made him an excellent technical officer,
officer-observer, field pilot, and fighter pilot. He was highly
decorated,promoted out-of-turn, and eventually entrusted with
the command of a fighter squadron. Compared to his other
achievements, the five victories that made Patzelt an ace were
almost incidental.
Patzelt was born in 1893, in Crajova, Bohemia, in what is to-
day Czechoslovakia. Little is known of his early years except
that both his parents died when he was quite young. He chose
the military as a career and joined the Austro-Hungarian Army
in the years immediately prior to World War One.
With the outbreak of war in 1914, Patzelt went with his unit,
the Schiitzen-Regiment Nr. 22, to the Russian front. Patzelt was
a Leutnant (Second Lieutenant) at the time. He participated in
the victorious Battle of Komarow. In the difficult Austro-
Hungarian withdrawals of late 1914, he was severely wounded
on November 21, and required hospitalization. The next month
he rejoined his regiment in time to participate in the costly
fighting in the Carpathian Mountains, and in the successful
German/Austro-Hungarian Gorlice Offensive in the spring of
1915.For his superb service in these various actions, Patzelt
received the Military Merit Cross, 3rd Class, with War Decora-
tion and Swords, in March, 1915, and, six months later, the
Bronze Military Merit Medal. Perhaps the greatest honor
bestowed upon Patzelt at this time was his promotion out-of-
turn to Oberleutnant (First Lieutenant) on March 23, 1915. Such
promotions were always rare in the very conservative Austro-
Hungarian armed forces.
From the middle of August, 1915, to the middle of January,
1916,Patzelt, because of his still weakened physical condition,
was made the training officer for his regiment's reserve cadre.
In the spring of 1916, now stronger, he became leader of a sec-
tion of shock troops. He served in this capacity during the bitter
withdrawals that occurred in front of the pulverizing Russian
offensive directed by General Brusilov. On June 16, 1916, Patzelt
was again very severely wounded. Hospitalization followed on
an extended basis.
While recuperating through the summer of 1916, Patzelt quite
appropriately began to re-evaluate his personal goals and
objectives! He eventually decided to request transfer to the
Army Air Service. In view of his fine record, he was readily ac-
cepted and, during the autumn of 1916,was sent to the Officers
Flight School in Wiener-Neustadt. Here he took the training
courses required to become a Technical Officer.
Upon the completion of his courses, Patzelt was assigned as
Technical Officer to Flik 29 which was then stationed at Kezdi-
Vasarhely airfield in Romania, under the leadership of Haupt-
mann (Captain) Karl Huppner. This squadron was a general
service unit whose primary role was reconnaissance. The
opposition for the Flik was provided in small measure by Roma-
nian pilots, almost always found flying obsolete aircraft. The
major troubles that Flik 29 faced, however, came from Russian
and French squadrons. The aircraft flown by the enemy were
greater in number and of better quality than those of the
Austro-Hu ngarians.
The level of Patzelt's energy and enthusiasm was so high that
he was not content merely to be Flik 29's Technical Officer.
Almost from his first day at the unit, he flew a full schedule
of missions as an officer-observer, learning the necessary skills
as he went along. In April, 1917, he was officially presented the
Observer's Badge.
During the scoring of both of his victories at Flik 29, Patzelt
was fortunate to be flying with Stabsfeldwebel (Staff Seargeant)
209
 Andreas Dombrowski, a future ace and one of the finest two-
seater pilots in the entire LFT.
On February 5, 1917, flying in Hansa-Brandenburg C.I 26.44
with Dombrowski as pilot, Patzelt opened fire on an inter-
cepting Nieuport fighter and for his first confirmed victory shot
it down into a ravine west of Comanesti.
On June 21, again flying with Dombrowski, this time in Hansa-
Brandenburg C.I 69.61, Patzelt was attacked by a Nieuport north
of Borsani, in the vicinity of Cotofanesti. After a brief but bit-
ter dogfight, the Nieuport was defeated, curving down to crash
in a wood on enemy territory.
In the summer of 1917, Patzelt asked Dombrowski to teach
him to fly on an informal basis. He had talent and enthusiasm
and Dombrowski proved to be a skilled tutor, so the progress
made while Patzelt was at Flik 29 was considerable.
For his service at Flik 29, Patzelt received the Silver Military
Merit Medal with Swords, and also the Prussian Iron Cross,
2nd Class, both significant awards.
At the beginning of October, 1917, Patzelt was assigned to
Flik 34, a general service squadron stationed on the lsonzo front
in northeast Italy. Patzelt arrived there in time to participated
actively as an officer-observer in the great Austro-
Hungarian/German victory at Caporetto (12th Battle of the
lsonzo), October 24-November 7, 1917. At Flik 34, he also put
the finishing touches on his training as a pilot. Of note is the
fact that all of this training was accomplished by Patzelt strictly
on a "by the by" basis.
Patzelt's real desire in aviation, however, was to be a fighter
pilot. His wish was granted in the middle of November, when
he was assigned to the elite fighter squadron, Flik 42), stationed
at Motta di Livensa airfield on the Piave front in northeast Italy,
about 25 miles northeast of Venice. During the history of this
squadron, no fewer than nine aces would be numbered among
its personnel. The Flik CO, Hauptmann Ladislaus Hary, was a
truly fine leader and later became a general in the Hungarian
Air Force. This unit used a variety of fighter aircraft, including
the Albatros D.III (Oef), the Aviatik D.I, and the Phonix D.I. The
duties assigned to the squadron were quite varied, including
interception, protective escort for friendly bombers and recon-
naissance aircraft, light bombing, and ground attack, among
others.
Patzelt's skills as a pilot and his general vigor and enthusiasm
made him a popular figure at Flik 42) in quite short order. His
210
hunger for combat flying is reflected in the fact that during
December, 1917, his first full month at the squadron, he flew
no fewer than 40 operational sorties, an almost unheard of
number.
On November 23, flying as protective escort for a recon-
naissance two-seater of Flik 28, Patzelt turned his fighter into
an attacking enemy fighter described as a "Sopwith" and, after
a brief dogfight, shot it down near San Dona di Piave for his
third confirmed victory.
Six days later, Patzelt scored again. Flying an interception mis-
sion in the general vicinity of Vianello, he encountered a SAML
two-seater reconnaissance aircraft. After a short battle, Patzelt
managed to persuade the Italian crew to land their aircraft in-
tact on Austro-Hungarian territory, at Casa Tagli, north of the
Piave estuary. The crew and aircraft were both captured.
On December 29, Patzelt became an ace. Piloting his fighter
in the area of Piave Vecchia, he encountered an Italian seaplane
which he immediately attacked and forced to crash land behind
enemy lines. Infantry evidence gave him his fifth confirmed
victory.
During his time at Flik 42), Patzelt received the very high
ho nor of the Order of the Iron Crown, 3rd Class, with War
Decoration and Swords.
In the middle of February, 1918, Patzelt was named com-
manding officer of the newly-established fighter squadron, Flik
68). After battling significant problems of supply and man-
power, he was finally able to get his unit into action at San Fior
di Sopra airfield on the Piave front, starting in May. His usual
energetic self, Patzelt himself flew six missions in the first four
days of May. The last one proved to be a disaster for Patzelt
and his squadron. He left his airfield on the morning of May
4, leading a flight of Albatros fighters. Over Vidor, they entered
combat with increasing numbers of British fighters. Stabs-
feldwebe/ Andreas Dombrowski scored a victory but then had
to force-land his Albatros because of a face wound. Korporal
(Corporal) Franz Fritsch, on only his second operational flight
as a fighter pilot, was shot down in Albatros D.III (Oef) 153.210.
Finally, Patzelt, in Albatros D.III (Oef) 153.182, was shot down
and killed by a six-victory ace, Lieutenant Gerald Alfred Birks,
66 Squadron, Royal Air Force.
In the official records in Vienna, Patzelt is still officially listed
as Missing In Action.
 Phonix 0.1 228.22. This aircraft was flown by Patzelt at Santa Maria
di Longa in early 1918 while with Flik 42}. Note the overall
heavily-splotched brown camouflage paint. The pilot in
this photo is "Zugsfuhrer" Albin Heidi (4 victories).
(Grosz Photo)

Patzelt nine months after the previous photograph, now serving at

Flik 29, Kezdi-Vasarhely airfield, Romania. On his left breast, note
the medals which correspond to the ribbons on the previous
photo. Note that in the nine month interval, Patzelt has
been awarded the "Luftfahrer-Abzeichen" (Observer's
Badge), which he wears on his right breast pocket,
and also the Prussian Iron Cross, 2nd Class,
which he wears from his second
tunic button. (Vasicek Photo)

211
"Leutnant in der Reserve" Alois Rodlauer, September 1917. This photo was taken
while Rodlauer was in pilot's training. On his collar, the star indicates his rank,
while the balloon and basket denotes the Army Air Service. His medals, from
left to right, are: the Silver Bravery Medal, 1st Class; the Bronze Eravery
Medal; the Prussian War Merit Medal. (Rodlauer Photo via Meind/)
 One of Rod/auer's Lohner-built Aviatik D./ "Berg" fighters, Flik 60}, Feltre
airfield, spring 1918. Note the factory-applied camouflage, consisting of
scores of equilateral hexagons ("lozenges") laboriously hand-painted
in various co/ors. Note the squadron's Phdnix D./ fighters on the
left and the mountains not far away. (Rodlauer Photo via D'Ami)

ALOIS RODLAUER

Alois Rodlauer was a fine infantry officer and an excellent
fighter pilot. His services as a soldier were greatly appreciated
by the Emperor, and his qualities as a person made him greatly
beloved by his comrades. It was not until December, 1983,
however, that it was discovered that Alois Rodlauer was also
an ace!
He was born on July 15, 1897, in the town of Urfahr, just out-
sideof the city of Linz, Austria. During his secondary schooling
he majored in science. In 1915, he joined the Austro-Hungarian
Army and was assigned to the Infantry Regiment No. 12. He
rendered first-rate service as an infantry officer and was
decoratedwith the Silver Bravery Medal, 1st Class, the Bronze
BraveryMedal, and the Prussian War Merit Medal. On February
1, 1917,he was promoted to Leutnant in der Reserve (Reserve
Second Lieutenant).
In early 1917,Rodlauer volunteered for the Army Air Service.
He was accepted in July, and sent for pilot's training to a
Fliegerersatztruppe unit based at Neusatz (today Novi Sad,
Yugoslavia).On December 20, 1917, he was granted Austrian
Pilot Certificate No. 934. Because of his fine skills as a pilot,
Rodlauer was immediately assigned to a fighter pilot's train-
ing course, which he completed with ease.
On March 17, 1918, Rodlauer received his first combat post-
ing, to Flik 60), a fighter squadron based at Feltre airfield in
northern Italy under the command of Oberleutnant (First
Lieutenant)Frank Linke-Crawford. With this squadron, Rodlauer
flew Phonix D.I fighters and series 115. of the Aviatrik D.I
("Berg") fighter as well. In keeping with squadron practice, all
the aircraft he flew were marked with a black band around the
fuselage, on which was painted in white his initial "R".
On March 27, while ferrying Aviatik D.I115.23 from a supply
park in Pergine back to Feltre, he crashed in the Val Sugana
near Marter due to engine failure. He was brought to the
hospital in Levico, where he stayed until his injuries had
mended. In May, 1918, he returned to Flik 60J,where he stayed
until July.
From documents discovered only in 1983, it was learned that,
in the immediate post-war period, the Orders Commission
awarded Rodlauer the Military Merit Cross, 3rd Class, with War
Decoration and Swords for his service at Flik 60), which in-
cluded participation with other pilots in three aerial victories!
The reason Rodlauer's victories are not listed in the monthly
reports of Flik 60J is as follows: During the first six to eight
months of 1918, it became the custom at the fighter squadrons
to credit only a single pilot with each victory scored. After this
period of time, the fighter squadrons returned to the previous
system in which each pilot significantly sharing in a victory
received credit. Rodlauer's three victories at Flik 60Jwere shared
with other pilots who received official, solitary credit. The dates
and other details of these three victories are unfortunately lost
and it is doubtful that they will ever be discovered.
On July 9, 1918, Rodlauer transferred to Flik 9), a fighter
squadron based at Ospedaletto airfield in the Val Sugana in
northern Italy. The squadron CO, Hauptmann (Captain) Lud-
wig Purm, was a good pilot and a fine leader. The unit was
equipped with a mixture of Albatros D.III (Oef), Aviatik D.I and
Phbnix fighters. The markings used by the squadron for in-
dividual aircraft identification consisted of a mixture of white
numerals on the vertical tail planes of some aircraft and pilots'
initials on black fuselage bands on other aircraft. At Flik 9J,
Rodlauer continued to carry the white "R" on the sides of his
Phbnix fighters.
Service as a pilot with Flik 9J was in many ways a thankless
and dangerous job. The vast majority of the squadron's mis-
sions were as escort for the two-seater reconnaissance aircraft
of other units in the area. This necessitated flying in an essen-
213
tially defensive posture, minimizing the degree to which Flik
9j's pilots could use one of the fighter pilot's greatest assets,
aggressiveness. During the Flik's time at Ospedaletto, its vic-
tories were very rare and its losses quite high.
Toward the end of October, 1918, Rodlauer was shot down
in a dogfight and, in the emergency landing he was forced to
make, was severely injured. He was taken to the field hospital
at Borgo, where he was recuperating when the war ended.
Rodlauer scored his fourth and fifth victories during the last
two weeks of October. Unfortunately, however, no squadron
reports for Flik 9J from this time exist. Considering the general
scarcity of such reports during the closing days of the war, it
is probable that such reports never did exist. What does exist
is a document from Ludwig Purm, Flik 9j's CO at that time,
unequivocally stating that Rodlauer had scored two confirmed
victories in the latter part of October, 1918. The Orders Com-
mission, in the post-war period, accepted this document when
it awarded Rodlauer the order of the Iron Crown, 3rd Class,
with War Decoration and Swords, for his service at Flik 9).
After World War One, Rodlauer worked as a deputy for an
electrical installation manufacturer in Linz, Austria. In 1939, he
was called to serve in the German Luftwaffe. By the end of the
Second World War, when he was captured by American troops,
he had attained the rank of major and was serving as a liaison
officer in Belgrade, Yugoslavia. He died of natural causes on
April 26, 1975.

The Phdnix 0./1 and Albatros 0./1/ (0ef) fighters of Flik 9/, 0spedaletto airfield, late summer 1918. Note the individual markings system-white
pilots' monograms on black fuselage bands for the Phdnix fighters and white numerals on the fins of the Albatros aircraft. Rodlauer's "R"
Phdnix is the third in line. The entire top half of the photo is filled with the sheer rock face of the south side of the Val Sugana.
(Rodlauer Photo via 0'Ami)

14
Rodlauer at Flik 60/, Felt re airfield, 1918. The Phdnix D.I fighter in
the background is in standard brown camouflage. Consistent
with squadron practice, Rodlauer's initial is painted in white
on a black band which encircles the fuselage. The angular
character of the monogram is also a Flik 60/ trademark.
(Rodlauer Photo via Meind/)

215
"Leutnant" Rudolf Szepessy-Soko/1 "Freiherr" van Negyes et Reno, summer 1915.
The gold balloon and basket on his collar indicates that he has joined the Army
Air Service, while the style of his uniform is in keeping with his previous
service in the Austro-Hungarian Hussars Regiment No. 1.
(Laszlo Photo)
 Szepessy-Soko/1, on the left, with pilot "Zugsfilhrer" Philipp Post/, Flik
17, Cardo/a, February, 1916. This crew, flying this aircraft, Lohner "/"
B. VII 17.36, participated in the famous raid on Milan, February 14,
1916, in which they scored their first victory. Note the observer's
Schwarzlose M 7/12 machine gun with the heavy water jacket in
place. Note the large common cockpit. (Stach Photo)

RUDOLF SZEPESSY-SOKOLL

Rudolf Szepessy-Sokoll Freiherr von Negyes et Reno was a
tall stringbean of a man whose ready smile and sense of humor
made him much beloved by those privileged to serve with him.
He was a dedicated and courageous cavalry officer, aerial
observer, and pilot. He achieved five confirmed victories and
received many decorations. In the end, he fell in combat to
Italy's Ace of Aces.
Szepessy-Sokoll was thoroughly Hungarian. He was born in
Hungary in 1891, and both his parents were of Hungarian
background. With the outbreak of war in 1914, he joined the
Austro-Hungarian Hussars Regiment No. 1 with the rank of
Fahnrich (Ensign). During the first year of the war, he
distinguished himself in the ground fighting on the eastern
front. His excellent service was recognized in December, 1914,
by the award of the Silver Bravery Medal, 1st Class. On New.
Year's Day, 1915, Szepessy-Sokoll was promoted to active Leut-
nant (Second Lieutenant). Three months later, he received the
Bronze Military Merit Medal.
In the summer of 1915, he volunteered for the Army Air Ser-
vice and was eventually accepted. His initial assignment was
to a training unit in Fischamend where he was taught the skills
of the officer-observer. Towards the end of September, 1915,
Szepessy-Sokoll was assigned to Flik 17, stationed on the south-
Tyrolean front at Gardolo airfield, about three miles due north
of Trento. The squadron CO was Hauptmann (Captain) Eugen
Steinner-Goltl Edler von Au ring. The unit was a general service
squadron, which performed a wide variety of duties. The air-
craft flown at the Flik consisted of a mixture of two-seater types.
Somewhat later on, a small number of fighter aircraft joined
the squadron, being used mainly to escort the two-seaters on
their various missions. Szepessy-Sokoll lost little time in
distinguishing himself at Flik 17 as a very capable observer.
On February 14, 1916, Szepessy-Sokoll participated in what
could be called the first strategic bombing mission in history.
A total of ten Lohner and Lloyd two-seaters from Fliks 7, 16 and
17 combined to make a long-range attack on targets in the city
of Milan. Each aircraft carried a large supply of fuel and up to
80 kilograms of various sizes of Skoda bombs. Szepessy-Sokoll,
flying in Lohner "I" B.VII 17.36 with pilot Zugsfiihrer Philipp
Postl, left Gardolo airfield just before dawn. The 110-mile flight
to Milan was accomplished without incident, though the pas-
sage over the Alps was somewhat anxiety-provoking due to the
fact that the service ceiling of the Lohner biplane was barely
more than the height of the mountains over which they had
to fly. Italian flak over Milan was busy but drew no blood.
Several Italian aircraft took off to intercept the bombers but
the only result was that one Italian Caudron two-seater was
downed by the combined fire of three of the Austro-Hungarian
aircraft, Szepessy-Sokoll's included. The return trip to Gardolo
was completed without loss.
For his fine service with Flik 17, Szepessy-Sokoll was awarded
the Silver Military Merit Medal in June, 1916.
In September, Szepessy-Sokoll began to request posting to
pilot's training. In time, this request was granted and Szepessy-
Sokoll was transferred to the Fliegerersatztruppe. Shortly after
the completion of his training, on March 31, 1917, he was
awarded the Field Pilot's Badge.
In early April, 1917, Szepessy-Sokoll was assigned to Flik 10,
a general service unit stationed at Poruzk airfield on the Rus-
sian front under the command of Rittmeister (Cavalry Captain)
Johann Gehfink. Here Szepessy-Sokoll served well as a field
pilot.
In the middle of August, Szepessy-Sokoll was transferred to
Flik 27 at Dunajow airfield, also on the Russian front. Herein,
under the command of the Pole, Hauptmann Roman Florer,
he continued to serve well and to improve his skills as a pilot.

217
 In September, he was detached to Flik 3, although he continued
to be carried on the roster of Flik 27. At Flik 3, he served as
a fighter pilot.
On September 20, flying Albatros D.II (Oef) 53.11, Szepessy-
Sokoll attacked a Russian Nieuport two-seater and, after a short
fight, shot it down near Kadlubisko, about three kilometers
behind the Russian lines. After crashing, the Nieuport burned
on the ground.
Two weeks later Szepessy-Sokoll scored again. On October
4, flying Albatros D.III (Oef) 53.45 as escort for a reconnaissance
two-seater, Szepessy-Sokoll noted a Russian observation
balloon being operated at a height of 100 meters in the vicinity
of lwanczony, southwest of Zalocze. He dove to the attack and
blew up the balloon with phosphorous ammunition. In-
terestingly, the observer of the two-seater he was escorting con-
firmed the victory by taking a photograph of it with its recon-
naissance camera.
At the beginning of October, Szepessy-Sokoll was assigned
to the elite fighter squadron Flik 41), stationed at Sesana air-
field east of Trieste, under the command of Hauptmann God-
win Brumowski. At the time, besides Brumowski himself, the
squadron counted among its personnel aces Frank Linke-
Crawford, Kurt Gruber, and Karl Kaszala.
On November 5, 1917, Szepessy-Sokoll became an ace. Fly-
ing with Brumowski and Linke-Crawford, he attacked a flight
of 15 Italian seaplanes which were discovered bombing the
newly-completed bridges across the Tagliamento River. Using
a combined attack, the three Albatros fighters engaged a Mac-
chi L-3 flying boat of the Italian 259th Squadron and shot it down
Albatros 0./1 (Oef) 53.11, Flik 3, Russia, September, 1917. Szepessy-Soko/1 scored his second victory in this aircraft. The white box for the
fuselage cross in unusual. Note the gently rolling nature of the terrain, quite a contrast with the ruggedness of much of the
Italian front. (Stach Photo)
218
onto enemy territory west of Latisana. Soon afterwards they
attacked a second Macchi L-3 of the same squadron. This Italian
crew put up a tremendous fight, keeping the three Austro-
Hungarian fighters at bay for 15 minutes before being shot
down into a canal near Baseleghe, west of Latisana. The two
victories were Szepessy-Sokoll's fourth and fifth.
Szepessy-Sokoll himself fell the next day. Flying Albatros D.I11
(Oef) 153.54, he left Ajello airfield together with Feldwebel
(Sergeant Major) Radames Iskra, and headed west. Over the
Piave River, the two Austro-Hungarians encountered the SPADs
of Capitano (Captain) Francesco Baracca and Tenente (First
Lieutenant) Giuliano Parvis, of the Italian 91st Fighter Squadron,
from the airfield at Padua. The Italians effected a classic execu-
tion of Baracca's tactics against a numerically-equal foe. While
Parvis attacked, Baracca distracted, but did not attack Szepessy-
Sokoll and Iskra. Then, while Parvis withdrew, Baracca attacked
from a different direction. This was repeated over and over,
"like a long carousel ride," in Baracca's words, until both
Szepessy-Sokoll and Iskra were shot down. Iskra force-landed
on Italian territory and was captured. Szepessy-Sokoll, struck
in the spine by a bullet which probably struck a major artery,
managed to limp back across the front lines and crash-land near
Latisana. Almost as soon as he was pulled from the cockpit of
the Albatros, he died. He was Francesco Baracca's 25th con-
firmed victory.
Szepessy-Sokoll was buried with all possible honors in the
cemetry at Ajello. Posthumously, he was awarded the Order
of the I ran Crown, 3rd Class, with War Decoration and Swords.
Albatros D./1/ (Oef) 153.54, Flik 41/, November 6, 1917. This crash lainding near Latisana was accomplished by the mortally-wounded Szepessy-
Soko/1after being defeated by "Capitano" Francesco Baracca and "Tenente" Giuliano Parvis. Note the camouflaged upper surfaces
and the red fuselage band. (Kostrba Photo)

219
"Zugsfuhrer" Karl Teichmann, Flik 42/, Motta di Livensa, late November 1917. On
his collar, Teichmann wears the three stars of his rank and the balloon and
basket of the Army Air Service. His single medal is the Silver Bravery
Medal, 2nd Class. (Author's Photo)
 The NCO pilots of Flik 14/, Feltre airfield, autumn, 1918. Karl Teichmann
is at the far left. Third from the left is "Stabsfeldwebel" Albin Heidi
(4 victories) who witnessed and confirmed Teichmann's fifth
victory. Note the heavy flying pants. The caps lined up on
the lower wing of the nearest Phdnix fighter were
presumably removed at the request of the
photographer. (Author's Photo)

KARL TEICHMANN

Karl Teichmann was a born fighter pilot. To his fine talent
for flying he added great skills as an aircraft mechanic, giving
him an extraordinary rapport with the machines he flew. He
wasa quiet, serious young man who carried out his duties with
dedication and courage. This commitment to service gained
Teichmannfive confirmed victories and the highest award any
non-officer in the Army Air Service could attain-the Gold
Medal for Bravery.
Teichmann was born to Sudeten-German parents in 1897, in
Rabersdorf,Schlesien, in what is today Czechoslovakia. In his
early formal schooling, he learned, among other things, the
tradeof auto mechanic. When he reached the age of 18, in 1915,
he entered the armed forces of the Hapsburg Monarchy. His
first duty assignment was to the Austro-Hungarian Infantry Regi-
ment No. 1, one of the finest units in the army. At the comple-
tion of his basic training, because of his previous training as
a mechanic, he was assigned as an aeroplane mechanic to Flik
5 stationed on the Russian front. He reported there in February,
1916.After eight months of intensive exposure to an aviation
environment, he decided he wanted to be a pilot. He volun-
teeredfor pilot's training and was accepted in November, 1916.
During his training Teichmann manifested such inherent
talent for flying that, when his training course was finished,
he was sent directly to fighter pilot's school. On May 16, 1917,
he was awarded Austrian Pilot Certificate No. 659.
In August, 1917, Teichmann was finally sent to the front lines
as a fighter pilot. To his good fortune, his assignment was to
Flik 42), an all-fighter unit based at Sesana airfield on the
lsonozo front in northeastern Italy. Flik 42) was, perhaps, the
bestof all the fighter squadrons in the LFT. The squadron CO,
Hauptmann (Captain) Ladislaus Hary, was a truly gifted officer
and leader. The other fliers at Flik 42) were also top-notch, as
evidenced by the fact that a total of nine aces would fly for Flik
42) sometime during their careers. The equipment of the
squadron was also first-rate, consisting predominantly of the
Albatros D.III (Oef) fighter.
Teichmann opened his scoring on September 26, 1917. In the
company of several other pilots from Flik 42), he attacked an
Italian SPAD in the vicinity of Ronchi and shot it down behind
enemy lines. Two weeks later he received his first decoration,
the Silver Bravery Medal, 2nd Class.
Teichmann scored again during the Battle of Caporetto
(October 24-November 7, 1917). While providing escort for a
flight of flying boats from the Naval Air Station at Trieste, he
turned his fighter into the path of an intercepting Nieuport.
In a brief display of acrobatic flying and fine gunnery, he forced
the Italian to make an emergency landing on enemy territory
near Lake Doberdo.
Four weeks later, on November 23, while flying escort for a
reconnaissance aircraft from Flik 28, Teichmann engaged in a
dogfight with an enemy interceptor. In short order, he emerged
the victor. His trium;ih was confirmed not only by numerous
ground observers, but also by Leutnant Popovics, the officer-
observer of the two-seater Teichmann had been protecting.
In December, 1917, Teichmann received the Silver Bravery
Medal, 1st Class, a significant decoration. That same month a
new fighter squadron, Flik 60), was being organized under the
command of Oberleutnant Frank Linke-Crawford. Among the
NCO pilots chosen to fly with Linke were Stabsfeldwebel (Staff
Sergeant) Kurt Gruber, already an ace, and Teichmann.
Teichmann's luck held, as far as commanding officers were
concerned, since, in Linke-as with Ladislaus Hary at Flik 42)-
he found himself again serving with a truly superior leader and
human being. But the squadron's airfield at Grigno, 60 miles
north-northwest of Venice, was something of a disaster. It was
small, inclined, and dangerously close to the surrounding
221
 mountains. In short, it added an extra measure of excitement
to every takeoff and landing. Initially, the series 128., 228., and
328. of the Phonix D.I fighter were flown by the squadron. Later,
Aviatik D.I, Phonix D.II and D.lla fighters were flown as well.
On all his aircraft at Flik 60), Teichmann carried his initial
painted in white on a black band around the fuselage, as apart
of standard squadron practice.
Teichmann flew frequently and with intensity with Flik 60),
but only scored one victory there. The quality of his service
did not escape official note, and, during his time with Flik 60),
Teichmann received the Dual Monarchy's highest award for
an NCO, the Gold Medal for Bravery.
In the months that followed, two enormous losses were sus-
tained by Flik 60). On April 4, 1918, Kurt Gruber (11 victories)
was killed in action. On July 31, Frank Linke-Crawford, the
guiding spirit of the squadron, was shot down in flames and
killed. Without Linke, the squadron faded away. Its pilots and
aircraft were assigned to other squadrons. Like a soul-less
cadaver, Flik 60) persisted in the official records for August 1918,
with the chilling notation, "without commanding officer, pilots,
or aircraft."
In August, 1918, Karl Teichmann was assigned to Flik 14), a
fighter squadron based at Feltre airfield under the command
of Oberleutnant Rudolf Stanger. At his new squadron, he con-
tinued his fine flying. On August 22, flying Phonix D.lla 422.30,
he encountered a British Bristol F.2b two-seater over Monte
Asolone. He dove to the attack and quickly shot down the
"Brisfit" in flames behind the enemy lines for his fifth
confirmed victory.
Although he continued his intense flying at Flik 14) until the
war's end, Teichmann was not to score again. He survived the
war but died of natural causes in Graz, Austria in 1927.

The Aviatik 0.1 "Berg" fighters of Flik 60/ at Feltre airfield, April, 1918. The white initials on the black fuselage bands denote the following,
from right to left: "Z" = "Korporal" Sebastian Zott; "T" = "Feldwebel" Karl Teichmann, an ace; "H" = "Stabsfeldwebel" Albin Heidi;
"S" = "Leutnant" Otto Stella; "R" = "Leutnant" Alois Rodlauer, an ace. Note the varied hexagonal (lozenge) camouflage patterns of
these fighters. (Wolfan Photo via Meindl)

222
Teichmann's abandoned Phonix O./la 422.30, Bressanone airfield, November, 1918. Note Teichmann's initial in white on the red fuselage
band-both standard practice at Flik 14}. The square hole in the top rear of the vertical stabilizer marks where a souvenir collector
has removed the Phonix logo. (O'Ami Photo)

223
"Zugsfi.ihrer" Karl Urban, Flik 10, Russia, summer 1916. Note the relatively light
summer flying gear. (War Archive Photo via Kostrba and Meindl)
 KARL URBAN
He was a superb pilot and also a first-class mechanic. His skills
and resourcefulness, combined with his toughness and deter-
mination, produced an outstanding military flyer. In his
virtually-continuous three years of frontline flying, he accu-
mulated five confirmed aerial victories. He was promptly pro-
moted through the NCO ranks and also was highly decorated.
Karl Urban was one of the best.
Urban was born December 29, 1894, in the city of Graz, in
the region of Austria known as Styria. At the outbreak of
hostilities in 1914, he was called to serve in the Austro-
Hungarian Army. After completing basic training, He volun-
teered for the Airship Section and was accepted. His initial
assignmentwas to Fliegerersatzkompanie 6 in Fischamend, for
the purpose of pilot training.
In mid-July, 1915, Urban received his first frontline posting
which sent him to Flik 10 on the Russian front under the com-
mand of Hauptmann (Captain) Erich Kahlen. Urban was named
a "Field Pilot" on September 1, 1915, but, in keeping with stan-
dard practice, did not receive his Field Pilot's Badge until
February22, 1916. In the meanwhile, he received a nice present
on his 21st birthday when he received Austrian Pilot Certificate
No. 306 on December 29, 1915.
Flik 10 was a general service squadron, serving any use the
army found for it. The majority of its efforts, however, were
reconnaissance missions of all types, including observation,
photography, and artillery direction by wireless. The terrain in
which the various airfields used by the Flik were located tended
to be somewhat flat and rolling, resembling the terrain of the
western front more than that of the Italian front. The aircraft
which equipped the squadron consisted of a variety of two-
seaters, particularly the various series of the Knoller-Albatros
B.I and the Hansa-Brandenburg C.I.
In short order, Urban established himself as perhaps the best
pilot at Flik 10. His natural talents for flying were very soon evi-
dent, and his assiduous development of them kept making him
better and better. The outstanding quality of his flying made
him quite a popular fellow among the squadron's observers.
A brief description of several missions might help to explain.
On September 28, 1915, Urban flew a long-range recon-
naissance mission in the area of Gorochow-Rowno-Kolki which
resulted in an observer's report of great importance. North of
Klewan, however, the aircraft's engine failed. By an exercise
of great skill, he was able to keep the aircraft airborne until
it could float across the front lines to a forced landing on his
own territory near Torczyn.
On December 22, on another reconnaissance flight, his
engine again stopped dead, this time over Rowno. Instead of
gliding down safely and accepting Russian captivity, he climbed
out of the cockpit and clambered forward to the engine. There
he used his knowledge of mechanics to free the engine cylinder
valves which had stuck. He then restarted the engine and flew
himself and his observer safely back to their field.
On March 26, 1916,again on a long-range reconnaissance mis-
sion, Urban's skill as a pilot enabled him to fly his aircraft under
thick clouds and through heavy anti-aircraft fire· to reach the
rail road station at Klewan. This enabled observer Oberleutnant
Philipp Graf Grunne to successfully attack the station with
hand-thrown bombs. On their way home, they scored another
success when they discovered an operational Russian airfield
which was as yet unknown to the Austro-Hungarians.
During March, 1916, Urban received the Silver Bravery Medal,
1st Class, a significant decoration. Three months later he
received this important decoration again. A month later, in July,
he received the Silver Bravery Medal, 1st Class, for the third
time!
In addition to all his other achievements, Urban also shot
225
 down the enemy.
At 0900 hours on the morning of May 5, 1916, flying Knoller-
Albatros B.I 22.10 on a reconnaissance mission with observer
Leutnant in der Reserve Otto Jager, he an encountered an
enemy aircraft over Kol. Nowiny, near Koryto. The Russian,
described as a "large battle plane," had a crew of three and
was presumably a Sikorsky bomber. Urban and Jager im-
mediately engaged their foe in what became a long, running
gun battle. After Jager fired 300 rounds the gun jammed. While
Jager worked at freeing the jam, Urban took a carbine and
opened fire on the Russian giant. After the machine gun was
cleared, Urban and Jager kept firing at the Russian aircraft for
another 25 minutes. Eventually they forced the Russians to turn
their aircraft around and cross the front lines where they barely
made a forced landing behind the Russian positions. Infantry
confirmation gave Urban and Jager their first confirmed victory.
Approximately five weeks later Urban and Jager scored again.
On June 7, flying Knoller-Albatros B.I 22.10 on a joint recon-
naissance with a second crew, they were intercepted over
Chorlupy by a pair of Russian Farman biplanes. In the ensuing
battle, the two Knoller-Albatros B.l's forced the Russians over
the front lines where they both made forced landings. One Far-
man landed near Ostrosez, while the other landed at Olyka.
On August 2, 1916, Urban and Jager scored their last victory
as a duo. Flying Hansa-Brandenburg C.I 64.15 on a recon-
naissance mission over Szelwow, they were engaged by a Far-
man two-seater. With 100 rounds from Jager's machine gun,
they shot the Russian down onto enemy territory. Confirma-
tion of this victory was accomplished through the testimony
of many Russian POWs, who testified they had seen the Far-
man crash in a wood, killing both crew members.
On August 28, Urban almost lost his life. Flying a long-range
reconnaissance mission on the route Czarukow-Luck-Torczyn
with Leutnant Stefan Bastyr as observer, he was intercepted
over the city of Luck by three Russian Farman two-seaters and
a single Nieuport fighter. The two-seaters launched one attack
after another, while the nimble Nieuport incessantly buzzed
around the Austro-Hungarian aircraft, firing from various
quarters. By a combination of Urban's skillful piloting and
Bastyr's accurate shooting, the Austro-Hungarian crew even-
tually drove off all the attackers, first the Farmans, and lastly
the Nieuport. In a classic case of going "from the frying pan
into the fire," Urban now found that the air duel had driven
Bastyr and himself over the flak batteries of Torczyn and Sadow,
which now proceeded to pepper their aircraft with shell
fragments. Urban's attempts to fly northward out of danger
were nullified by a powerful head wind from that direction.
At that moment, a shell burst directly under the two-seater,
silencing its engine and sending a piece of steel into Urban's
back, severely wounding him and rendering him unconscious.
226
Bastyr, unharmed, kept his head. As their aircraft plunged
downward, he reached around Urban and re-started the engine.
He then shook Urban back to consciousness. Urban, with a
great effort of will, took the controls, leveled off the two-seater
at 200 meters altitude and flew through a shower of flak and
all the way back to his own airfield. Before passing out, he
somehow effected a smooth landing. He was removed from
the aircraft and immediately taken to the hospital, where he
recovered.
Urban received a written commendation for this action and,
the following month, received the highest award possible for
an NCO in the armed forces of the Dual Monarchy, the Gold
Bravery Medal.
In December, 1916, Urban was transferred to Flik 27, also on
the Russian front, where he continued his excellent service.
On February 22, 1917, Urban was accorded a great honor when
he was given the Permanent Award of the Field Pilot's Badge,
a distinction given to NCO pilots only on rare occasions.
In mid-October, 1917, he was assigned to the Artillerief/ieger-
Lehrkompanie (later Flik 66 D) stationed on the south-Tyrolean
front under the command of Hauptmann Camillo Perini. His
excellent service continued at this squadron.
During the spring of 1918, Urban was posted to Flik 141,an
all-fighter unit stationed at Feltre airfield on the Piave front in
northern Italy. Here.he flew Phonix D.I fighters. Consistent with
squadron practice, his favorite fighter (serial 228.19)was marked
with a large white "U" monogram placed on a red band painted
around the fuselage aft of the cockpit.
Urban's first operational flight with Flik 14Jwould prove costly
to both sides. Intercepting an enemy squadron attempting to
bomb Feltre, Urban (flying Phonix D.I 228.19)together with his
squadron comrades, tangled with the bombers' escort. He shot
down an enemy fighter, probably an Italian Hanriot, which
smashed on the rocky cliffs near Cismon for his fifth confirmed
victory. Three other enemy fighters also were downed, two of
them confirmed. On the other side of the ledger, however, Flik
14J's CO, Oberleutnant Karl Benedek, and another pilot were
both shot down and killed.
In July, 1918, sensing possible combat fatigue in Urban, his
superior assigned him to the Fliegerarsenal as a test pilot. In
this capacity he participated in the evaluation and testing of
new fighter types during a meeting held July 9-13, 1918, at
Aspern airfield near Vienna. On July 12, a faulty wing accom-
plished in an instant what three years of frontline combat had
failed to do. At 0830 hours, when he tried to loop the experi-
mental test fighter, Phonix 20.22,at 1500 meters altitude, its wing
structure collapsed, sending Urban crashing to his death.
One week later, he was promoted to Offizierstellvertreter
(Deputy Officer), the highest of all the NCO ranks.
Two views of the Phonix 0./ fighters of Flik 14/, Feltre airfield, summer, 1918. Consistent with Flik 14/ practice, the white monograms are
rounded in contour and painted on red fuselage bands, compared to the angular monograms and black bands of Flik 60/ at this same
airfield. The pilots indicated are, from front to back: "C" = "Offizierstel/vertreter" Josef Cagasek; "W" = "Oberleutnant"
Franz Wancura; "U" = (serial 228.19) = "Stabsfeldwebel" Karl Urban; stylized "M" = "Feldwebel" Emanuel Micka.
Note the crosses on the wheel covers of Urban's fighter. (Wolfan Photos via Meindl)

227
Franz Wognar, wearing the two collar stars of a "Korporal", 1915. The aircraft is a
Knoller-Albatros 8.1. Note the machine gun mountings above his left shoulder.
(War Archive Photo via Meindl)
 FRANZ WOGNAR
FranzWognar was tough, courageous, and determined. His
skill and daring as a pilot were tempered by a large measure
of maturejudgment and perspective. He was a pure two-seater
ace,scoring all his victories while flying observation aircraft.
He was very highly decorated. Wognar was the kind of man
who formed the core of the Army Air Service's non-
commissioned-officer pilot corps.
Born January 6, 1890, in the city of Nagyszombat in what is
today Hungary, Wognar's parents were of Slovakian back-
ground. In his early training he learned the trade of machine
fitting and became an adept mechanic. In 1913, he decided to
enlist in the Austro-Hungarian Army.
The details of Wognar's early military career are lacking, but
it is known that he volunteered for the Army Air Service
sometimeduring the first year of World War One. He was then
posted to pilot's training which he successfully completed.
Italy'sentry into the war in May, 1915, opened up the Austro-
Hungariansouthwestern front. So it was here that Wognar was
assignedin July, when he was sent to Fliegerkompanie 2. This
unit was based on the lsonzo front in the northeastern part
of Italy, and was one of the better squadrons serving in the
area.Flik 2 was a general service squadron consisting initially
of two-seater aircraft. As the war progressed and enemy
attempts at aerial interception became more intense, the
squadron'sstrength was bolstered by a fighter aircraft or two,
the purpose of which was protection of the cbmpany's work-
horses,the two-seater aircraft.
Wognar flew all sorts of missions in the squadron's two-
seaters,and did so with style and with excellent resu Its. He flew
basicreconnaissanceflights and also missions requiring photo-
graphy of ground targets. He flew bombing missions of all
types,in addition to ground attack sorties in close support of
the Austro-Hungarian infantry. He occasionally flew to intercept
enemy two-seaters. Wognar was particularly skilled at artillery
"shoots," in which he directed the fire of his own batteries onto
designated targets, remaining in radio communication with his
own artillerymen. He also was quite good at escorting and pro-
tecting other reconnaissance aircraft, both from Flik 2 and from
other squadrons as well.
At Flik 2, Wognar flew two-seaters almost exclusively. In 1915,
he flew Knoller-Albatros B.I aircraft of series 24. The next year,
he again flew Knoller-Albatros B.l's, plus Hansa-Brandenburg
C.I two-seaters of the series 26., 27., 29., and 61. He also flew
Lloyd C.I 11aircraft of the series 43. In 1917,Wognar flew Hansa-
Brandenburg C.I aircraft of the series 26., 27., 29., 229., 329.,
and 369. He also flew a rare escort mission in Albatros D.III
(Oef) 53.64.
On October 3, 1915, Wognar was promoted to Zugsfuhrer
(Sergeant). Six days later, he received the coveted Feldpiloten-
Abzeichens (Field Pilot's Badge). In February, 1916, Wognar
received his first decoration, the Silver Bravery Medal, 2nd
Class. Four months later, a finer award was bestowed on him,
the Silver Bravery Medal, 1st Class.
Wognar also shot down the enemy.
On the morning of Janaury 26, 1917, flying Hansa-
Brandenburg C.I 29.75, Wognar and his observer turned into
an intercepting Nieuport and, in a hail of gunfire, shot it down
onto enemy territory near St. Florian.
At 0920 on the morning of May 20, flying Hansa-Brandenburg
C.I 229.20with future ace Franz Graser as his observer, Wognar
was jumped by a SPAD. In a brief but violent dogfight, he and
Graser defeated the Italian over Monte Sabotino and sent him
crashing down in his own territory. In this fight, Wognar was
struck in the back by one of the Italian's bullets and was taken
to the hospital as soon as he and Graser returned to their air-
field. His eagerness for flying was such that, after only ten days
229
 of hospitalization, and far short of complete recovery, he sign-
ed himself out of the hospital and reported back to Flik 2!
And his victories continued. Wognar scored his fourth suc-
cess on September 4, 1917, downing an Italian aircraft over
enemy territory. Twelve days later he became an ace. Asked
to dispose of a troublesome Italian observation balloon
operating near Liga, Wognar took off in Hansa-Brandenburg
C.I 29.69 with observer Leutnant in der Reserve Otto Patz.
Sighting the target where they were told it would be, he dove
his aircraft at the balloon and, in a fusilade of fire from his
machine gun and from Patz's, shot it down in flames.
In March, 1917, Wognar received the Silver Bravery Medal,
1st Class, for the second time. Two months later he received
the Danube Monarchy's highest single award for an NCO, the
Gold Bravery Medal.
At the end of December, 1917, Wognar was transferred to
the Fliegerersatztruppe, specifically to the Fliegeretappenpark
of the Army Group of Feldmarscha/1 von Boroevic. Here he
served as a test pilot, flying predominately the Gotha G.IV
(L.V.G.) bombers used by Flik 101 G and Flik 102 G.
During 1918, Wognar received a third award of the Silver
Bravery Medal, 1st Class, and was promoted to Offizierstellver-
treter (Deputy Officer). During the same year, he also married
a Slovenian girl.
Further details of his life and career are, unfortunately,
lacking.

Albatros 8.1 24.13 after a hard landing, Flik 2, Aisovizza airfield, lsonzo front, autumn 1915. This aircraft was flown at Flik 2 many times by Franz
Wognar during the last half of 1915. Note that, at this time in the evolution of Austro-Hungarian national markings, these markings include
the Iron Cross on a white square under the lower wings and a red and white pennant attached to the tail. (Hajos Photo via Meind/)

230
Hansa-Brandenburg C./ 29.69, Flik 2, lsonzo front, summer, 1917. In this aircraft, Franz Wognar scored his fifth victory. Note the "baby coffin"
over the top wing, housing an unsynchronized machine gun operated by the pilot. Note how far in from the wingtips the crosses are, a
characteristic of Austro-Hungarian aircraft markings. (Selinger Photo)

231
 COLOR SECTION
The color information presented in this section represents
the fruits of nine years of research into this facet of World War
One Austro-Hungarian Aviation alone. This research has in-
cluded intensive investigation into the following: thousands of
black and white photographs; existing aircraft and aircraft parts
located in many museums and personal collections around the
world; color illustrations and paintings made at the front;
extensive correspondence and personal interviews; Austrian,
Italian, and British documents. For many of the aircraft il-
lustrated, it is felt that these pages represent the first time that
their colors and markings have been accurately depicted.
A total of 50 aircraft are covered. Forty-eight are illustrated
by side-views, and, of this number, 14 are additionally shown
by smaller top-view illustrations. These 14 aircraft are those
thought to require such supplementary presentation to con-
vey a complete picture of each aircraft's coloration. Finally, two
further aircraft are presented in both top- and side-views on
the same page. These two aircraft were felt to be sufficiently
interesting and complex to warrant this presentation. In fact,
the last aircraft shown, Aviatik D.I 338.02, has been illustrated
totally without highlights or shading because of its intricate
color pattern. In general, to maximize clarity, weathering has
been kept to an absolute minimum.
To relate the corresponding top and side views, refer to the
color illustration number which begins each color page cap-
tion. The color illustration number for an aircraft shown in pro-
file and also in top-view will be identical.
Because of the large variety of aircraft types included, it has
not been possible to illustrate them at a constant scale.
For neatness and clarity, the captions on the color pages have
been kept minimal, being limited to the aircraft type and serial
number, the squadron, the date, and the pilot chiefly associated
with the aircraft. A full description of the individual aircraft's
232
story and colors is contained in each of the series of numbered
paragraphs that follows this introduction. The number of each
paragraph corresponds to the number of the color illustration
it describes. When an aircraft's serial number is in doubt, this
fact is noted in the numbered paragraph.
The color references in the numbered paragraphs correspond
to the "Methuen Handbook of Colour" by A. Kornerup and
J. H. Wanscher (Eyre Methuen, London, 1978). In fact, this was
the book the author carried with him to show to all the World
War One personnel the author interviewed. For the sake of
brevity, the preface "Methuen" before each color reference
has been eliminated. Please note that when a color is men-
tioned as "Green 2BF7," it should be understood as meaning
"Green (Methuen reference number 28F7)." It has been decided
not to attempt a cross-reference of the Methuen colors involved
with United States Government "Federal Standard 595a." It has
been the author's experience that such attempted comparisons
are almost invariably approximate, unsatisfactory and
confusing.
Three descriptive phrases that will be used frequently require
some explanation. "Plain linen" describes a color resulting from
plain bleached linen which has been been covered with clear
dope. The changes in the color of the dope with the passage
of time yielded a wide spectrum of colors, most of which fall
into the "pale yellow to grayish-yellow" range (Methuen col-
ors 3A3-3B7). "Plain wood" refers to unpainted wood which
has merely been varnished. The color range here is great due
to the variability of the wood employed, the type of varnish
used, and, somewhat, the passageof time. "Plain metal" means
a metal structure, usually covered with clear varnish, but not
painted. An aircraft described as being in "natural finish" means
one whose color scheme consists of unpainted plain linen,
metal and wood.
 The color plates were executed under the author's direction
by Ray L. Rimell (10 Long View, Chiltern Park, Berkhamsted,
Herts., HP11BY, England). The basic drawings employed were
the author's adaptations of drawings provided by George Had-
dow and Steve Simkin of England, and Colin Owers of Australia.
Aircraft No. 1 (Top View No. 1) Fokker B.I 03.09. This aircraft
is illustrated as flown by Friedrich Hefty at Flik 12, while sta-
tioned on the lsonzo front in the spring of 1916. It was a
German-built aircraft which had the Fokker company designa-
tion "M.10 E". This was basically a "plain plane" except for the
forward fuselage parts which were painted Cray 23C1. National
markings consist solely of the red and white stripes on various
surfaces, since this aircraft was painted before the introduc-
tion of the black crosses. Note that the upper and lower sur-
faces of the top wing and the elevator have stripes, while only
the lower surface of the lower wing has stripes. The color
designation for the red of the national marking is Red 10A8.
Aircraft No. 2 (Top View No. 2) Albatros B.I 24.06 was flown
by Adolf Heyrowsky at Flik 12, stationed at Aisovizza airfield
near Gorizia in October, 1915. Heyrowsky was CO of Flik 12
from August 6-late October, 1915, and 24.06 was his favorite
aircraft during that time. After Heyrowsky left the squadron,
Friedrich Hefty flew this aircraft frequently. It is basically a
"plain plane," except for the struts and metal panels which
were painted Grey 23C1. Note the Albatros logo just fore of
the tail cross.
Aircraft No. 3 Hansa-Brandenburg C.I 29.64. This aircraft was
flown by Adolf Heyrowsky at Flik 19, stationed at Ghirano air-
field on the Piave front at the end of 1917. License-built by the
Phonix company, 29.64 arrived at Flik 19 in early 1917. It was
flown by many pilots, including aces Ludwig Hautzmayer and
Josef Purer. If this aircraft "belonged" to anyone, however, it
was Adolf Heyrowsky, who flew no other plane from April to
September, 1917! He scored his last five victories in it, including
a double on June 26, 1917. After serving most of 1917 as a com-
pletely "plain plane," 29.64 was partially camouflaged. This was
done by heavy splotching with rags or sponges saturated with
Brown 5E-F7 paint applied to the plain linen and wood. The
tops of the wings and horizontal tail surfaces were painted, as
were the fuselage and wheels. The vertical tail surfaces were
left unpainted. The fuselage bands of white and Red 10C8 were
the Flik 19 squadron marking. Note the Phonix logo near the
tail cross.
Aircraft No. 4 (Top View No. 4) Hansa-Brandenburg C.I 429.36.
The aircraft is shown as flown by Andreas Dombrowski at Flik
57Rb, stationed at San Godega di Urbano airfield on the Piave
front during the autumn of 1918. The series 429. of the Hansa-
Brandenburg C.I was the ultimate wartime development of this
capable and popular aircraft. This particular aircraft was license-
built by the Phonix company in Vienna. The camouflage pat-
tern depicted is a late-war evolution and consists of an overall
"wavy band" pattern of Dark Green 28F6 and Tan 4C6. The
colors were applied with heavily saturated rags or sponges in
a tight sworling motion. The coverage of any given area was
virtually solid. This method of applying color led to a slight shag-
giness at the interfaces between areas of tan and olive. The LFT
began to use the straight-armed crosses (Balkenkreuzen) at the
end of July, 1918, and the crosses on this aircraft strictly adhere
to the regulation. The Phonix logo is below the fore end of the
tail cross. The quartering of the wheel covers in black and white
is the official squadron marking for Flik 57Rb.
Aircraft No. 5 (Top View No. 5) Fokker A.Ill 03.52. This
Eindecker was flown by Ludwig Hautzmayer at Flik 19, stationed
at Haidenschaft airfield on the lsonzo front in February, 1916.
233
 It was a purchased German-built aircraft (German designation
Fokker E.I) and was armed with a synchronized "Spandau".
machine gun. Hautzmayer made his first flight as a fighter pilot
in 03.52 on February 18, 1916, when he helped down an Italian
Caproni bomber. The overall Green 30C6 color was identified
for the author by Gottfried Banfield, who had flown several of
the Eindeckers purchased by the Austro-Hungarian Navy. As
was the author's routine in any interview, he handed Banfield
his Methuen Color Handbook and had him choose the color.
He then turned the book upside down and asked Banfield to
point out the color again. Somewhat later, the author handed
him the closed book again, and asked him once more to pick
out the correct color. Only when Banfield identified the green
as 30C6 for the third consecutive time did the author record
it as a valid datum.
Aircraft No. 6 Hansa-Brandenburg D.I 28.40. This KD fighter
is shown as flown by Frank Linke-Crawford at Flik 41J stationed
on the lsonzo front at Sesana airfield in the late spring of 1917.
The serial number is probable but not definite. The aircraft is
shown in early configuration, before the vertical stabilizers were
retro-fitted to improve the KD's poor lateral stability. Linke
scored his first five victories in this aircraft, four of which were
confirmed. This is basically a "plain plane" except for the
checkerboard of white and Red 10A8 which was one of the very
attractive personal markings so much in evidence at Flik 41J
throughout its history. This aircraft was license-built in Vienna
by the Phonix company, which had previously been the Austro-
Hungarian branch of the German Albatros firm. This history
is reflected in the logo on the rudder which is an Albatros,
rather than a Phonix logo.
Aircraft No. 7 Hansa-Brandenburg D.I 28.11was flown by Karl
Kaszala with Flik 41J, stationed at Sesana airfield on the lsonzo
front during May, 1917. The serial number is probable but not
definite. Note that the vertical stabilizer was retrofitted. In this
aircraft, on May 20, 1917, Kaszala scored his fifth confirmed vic-
tory. Godwin Brumowski also flew it on several occasions dur-
ing May, 1917, and scored a non-confirmed victory in it on May
13. The aircraft is in natural finish. Note the "riffling" of the
metal panels around the nose. This was frequently done to un-
painted metal panels, particularly around the engine. It was
usually done at the factory with hand-held sandpaper and could
reach rather marked degrees of elaborateness. Its purpose
generally was to minimize the deleterious effects of dirt, oil
and grease on the appearance of the panels. If the panels were
left miooth, they tended to look awfully dirty in a hurry, par-
ticularly around the engine. The personal marking is possibly,
though not definitely, Kaszala's own.
Aircraft No. 8 (Top View No. 8) Hansa-Brandenburg D.I28.15.
This aircraft is shown as flown by Frank Linke-Crawford at Flik
41), Sesana airfield, lsonzo front, 1917. The aircraft is in natural
finish. Note the small serial number stenciled onto the wheel
cover. The housing on the top wing contains an unsynchro-
nized machine gun mounted to fire over the propeller. This
housing was known as a "baby coffin." The personal marking
is typical of those at Flik 41J in that it is large, generally attrac-
tive, and serves well its purpose of facilitating aerial
identification.
Aircraft No. 9 Hansa-Brandenburg D.I 28.44. This aircraft is
illustrated as flown by Frank Linke-Crawford at Flik 41),
stationed at Sesana airfield on the lsonzo front in the summer
of 1917. Note the vertical tailplane, which was fitted to improve
the rather poor lateral stability of this aircraft type. This par-
ticular aircraft was wrecked on December 16, 1917, as a result
of wing failure which caused pilot Korporal Herzog Altmann
to crash fatally. Of note is the white outlining of the wing
crosses. The exact significance of the personal marking is,
unfortunately, unknown.
Aircraft No. 10 Hansa-Brandenburg D.I 28.30. This aircraft is
shown as flown by Raoul Stojsavljevic, CO of Flik 16, stationed
at Villach airfield in August, 1917. Visible are the innovations
of the large windscreen and the curved railing on which the
machine gun could be lowered to clear jams. This aircraft was
234
also flown by Frank Linke-Crawford at Flik 12 before it was sent
to Flik 16. In this aircraft, Stojsavljevic conducted an almost in-
credible variety of missions, including some pioneering efforts
in using KD 28.30 as a high-speed reconnaissance single-seater.
He also scored at least one victory in this aircraft. KD 28.30 is
in basically natural finish. The personal red band around the
fuselage is painted in Red 9A8.
Aircraft No. 11 Hansa-Brandenburg D.I 28.58. This aircraft is
depicted as flown by Johann Risztics of Flik 42J at Sesana air-
field on the lsonzo front in July, 1917. As with all KD fighters
of the series, 28., this aircraft was license-manufactured by the
Phonix firm in Vienna. By this point in the series 28. (i.e., the
58th machine in the series), the KD's inherently poor lateral
stability had become well known, and the vertical stabilizer was
now installed on each aircraft before it left the factory. The air-
craft is in basic natural finish. The large black and white "3"
is part of a system used by Flik 42Jto facilitate in-flight recogni-
tion of individual pilots' aircraft. During the history of Flik 42)
(May, 1917-November, 1918), three phases of ~uch recognition.
systems were used. Initially, large numerals were used, such
as the "3" in our color plate. Later a variety of individual
emblems and designs were employed. Finally, during most of
1918, there was a return to the numeral system. Efforts were
made to keep each pilot with the same numeral as he changed
airplanes. A final note on Flik 42J is that, following an order
of October 29, 1917, all the squadron's aircraft were to have
their wheel covers halved in white and red as a unit marking.
Aircraft No. 12 Aviatik D.I 38.04.This aircraft is shown as flown
by Friedrich Hefty at Flik 42), based at Prosecco airfield on the
lsonzo front in October, 1917. It was one of the first of this air-
craft type, often called "Berg" fighters after the man who
designed them, Julius von Berg. These aircraft were speedy and
nimble but also structurally fragile and, therefore, a mixed
blessing. On the aircraft illustrated, an unsynchronized
machine gun is mounted above the top wing, angled to avoid
shooting off the propeller and also making attacking with the
aircraft extremely difficult. The fighter is in basic natural finish
except for the struts and metal panels which were painted in
Grey 23D2, a slightly bluish grey that was peculiar to the Aviatik
factory. In addition, the top surfaces of the wings and the tops
of the horizontal tail surfaces were somewhat lightly painted
in the "Autumn Leaf" pattern described in the next paragraph.
The cross on the wheel cover was a not-infrequent marking
in the Austro-Hungarian Army Air Service, but its appearance
followed no particular pattern.
Aircraft No. 13 (Top View No. 13) Aviatik D.I 138.99. This
"Berg" was flown by Friedrich Hefty at Flik 42), at Motta di
Livensa airfield on the Piave front during November, 1917. It
was armed with two synchronized machine guns located be-
neath the metal panels around the engine. These guns fired
through "flame tubes" which allowed the bullets to pass by
the engine structures and reach the outside without setting the
engine on fire. Notice the port-side flame tube protruding
through the engine panels. The camouflage pattern, which I
call "Autumn Leaf Pattern" since it resembles the changing
colors of leaves in autumn, was applied with saturated sponges.
The paint was splotched heavily and directly onto the natural
wood and fabric. The first color applied was Mustard Yellow
486. Then, directly over the yellow, was applied Reddish Brown
7D7. Finally, the third color, Medium Green 27E8, was added.
The heaviness of the mottling and the coarseness of each mottle
imprint as well as the order in which the colors were applied
varied greatly from one worker to another at the factory, so
variability was the rule. The mottling of any one color, however,
was never allowed to become so dominant that it overwhelmed
the others. The undersurfaces of the aircraft were left in natural
finish. Metal parts were painted in the slightly bluish Cray 23D2
favored by Aviatik. As per the order of October 29, 1917, the
wheel covers are halved in white and Red 9A8 as a squadron
marking. The underwing crosses were unoutlined while the
rudder and top wing crosses were outlined in white.
Aircraft No. 14 Albatros D.I11 (Oef) 153.15. This aircraft is
illustrated as flown by Julius Arigi of Flik 55J while at Haiden-
schaft airfield on the lsonzo front in September, 1917. Arigi
scored a single victory in this aircraft on September 15, 1917.
The finish is totally natural. The somewhat unusual skull and
crossbones was drawn by the author while sitting in Arigi's
living room with Arigi looking over the author's shoulder,
directing. The author kept wanting to make the skull more nar-
row and Arigi said no. Finally it was right, to his satisfaction!
Note the small triangular Oeffag company logo on the wooden
portion of the aircraft's nose.
Aircraft No. 15 Albatros D.III (Oef) 153.42. This aircraft is
depicted as flown by Ferdinand Udvardy at Flik 42J at Prosecco
airfield on the lsonzo front during October, 1917. The aircraft
is in totally natural finish. In fact, Flik 42)'s CO, Hauptmann
LadislausHary, in his monthly report for September, 1917,com-
plained about the" ... blinding white plain fabric of the new
D.lll's arriving from the factory." The heart, in Red 9A8, is
Udvardy'spersonal marking. Flik 42Jwas at this time in a phase
where each aircraft was marked by the pilot with a marking
having some meaning to himself. More exactly, the squadron
painter, or Staffelmaler, painted the personal markings. The
Staffelmalerwas usually one of the ground personnel who was
handy with a brush. He made himself as available as his
scheduleallowed for the painting of personal markings under
the direction of the different pilots. In general, it is rather amaz-
ing that the quality of painting was as high as it generally was
at the various squadrons, considering the fact that each Staf-
felmalerwas usually not a trained artist and who also had many
other duties to perform. Note the Oeffag logo on the nose. The
wheelsare halved in white and Red 9A8 as a Flik 42J squadron
marking.
Aircraft No. 16 Albatros D.III (Oef) 153.44. This aircraft was
flown by Franz Graser at Flik 42), stationed at Motta di Livensa
airfield on the Piave front in November, 1917. Graser scored
his first victory in this fighter on November 23, and went on
to score two others in it. The aircraft was also flown at Flik 42J
by ace Friedrich Hefty. The color scheme is basically natural
finish. The personal marking is a ferocious and somewhat grim
one for a person as basically cheerful as Franz Graser, since
the owl is considered the "Bird of Death" in central Europe.
Theowl chosen by Graser is apparently the Eagle Owl (species
Bubo bubo). The body is Brown 6F7. The facial disc of the owl
and its tail are painted in Beige 6C3. The irises (light parts) of
the eyes are colored Yellow-orange 5A8. The wheels carry the
Flik 42Jsquadron marking, being halved in white and Red 9A8.
Aircraft No. 17 Albatros D.III (Oef) 153.80. This aircraft is
illustrated as flown by Julius Arigi at Flik 55J at Pergine airfield
on the south-Tyrolean front in December, 1917. Note the engine
hood in place. This metal structure was used during colder
weather to keep the engine running smoothly, particularly at
altitude. The hood was affixed to the underlying engine panels
with screws, and was easily removed. The aircraft is in natural
finish. The personal markings were determined from a painting
of the Kaiser Staffel, done by Max von Poosch during a visit
with Flik 55Jin December, 1917. The details were then clarified
during the author's interview with Julius Arigi in October, 1977.
Thetype of stylized black and white numeral was standard for
Flik 55Jin the winter of 1917/1918.The white "X" was an extra
expression of Arigi's individuality. During the author's visit,
Arigi stated that he had mixed feelings about personal mark-
ings. On the one hand, they could help to intimidate the
opposition if you were a top flier with a good reputation. On
the other hand, knowing who you were gave the opposition
an edge in that they knew, at least to some extent, how good
you were, and were unlikely to be taken by surprise. Finally,
Arigi said that he had the feeling that knowing who he was
stimulated increased and more intense attention in his oppo-
nents. Arigi noted that, in general, he tended to avoid rather
than favor personal markings on his aircraft. Note the Oeffag
logo on the forward fuselage.
Aircraft No. 18 Albatros D.III (Oef) 153.27. This aircraft was
flown by Georg Kenzian at Flik 55J at Pergine airfield on the
south-Tyrolean front in November, 1917. In this aircraft, Ken-
zian scored at least two victories, including his fifth, November
27, 1917.The stylized numeral was a standard type of individual
aircraft identification number for Flik 55Jat this time. The pen-
nant colors of white and Blue 22C8 are the colors of Kenzian's
old engineers' unit, Pionier Bataillon Nr. 2, and are probably
related. A very brief rundown of some of the reasons for the
author's choice of Blue-Green 2406 and Blue 20A2 as the basic
colors for this aircraft includes the following: Flik 55JCO Haupt-
mann Josef von Maier, in his monthly report for November,
1917, stated: "All the aircraft are covered with blue-green
color ... The undersides of the wings are light blue ... "; a pastel
painting by Max von Poosch of Flik 55J in early 1918 includes
an Albatros fighter with Blue 20A2 on the undersurfaces; finally,
a piece of fabric, from the collection of Rodney G. Gerrard of
Hull, England, taken from an "Austrian Albatros D.III downed
in February, 1918" is covered with Blue-Green 2406. Note that
the center of the aircraft's belly is Blue 20A2, with the size of
this area not being large enough to show on the color side view.
The top wing crosses are outlined in white, as is the tail cross.
Note the Oeffag logo near the nose. All struts are Gray 23C1.
Aircraft No. 19 Albatros D.III (Oef) 153.47. This aircraft is
shown as flown by Josef Kiss at Flik 55J stationed at Pergine
airfield on the south-Tyrolean front in January, 1918. The serial
number is probable but not definite. Kiss scored at least three
victories in this fighter. The basic colors of Blue-Green 2406
and Blue 20A2 were determined in the manner described for
Aircraft No. 18. Note that the area of the belly covered by Blue
20A2 is larger than on Aircraft No. 18. Top wing crosses are
outlined in white as is the tail cross. All struts are black. The
numeral "7" is typical of Flik 55J practice at the time. Note the
Oeffag logo near the nose.
Aircraft No. 20 Albatros D.III (Oef) 53.27. This aircraft is
depicted as flown by Franz Graser at Flik 42), stationed at
Prosecco airfield on the lsonzo front in October, 1917. Pre-
viously, at Flik 41), Godwin Brumowski had flown this fighter
occasionally during July-September, 1917. On September 21,
1917, Gottfried Banfield also flew this aircraft, and it was he
who told me the plane's colors. On that day, Banfield had flown
in Fokker A.II I (Naval serial AG.) from his station at Trieste to
Prosecco airfield. During his visit he made three short flights
in 53.27 of eight minutes each. When the author spent a day
with Banfield in 1977, he stated that, as he sat in the cockpit
for the first time, he asked "What happens if I wreck your
airplane?" The Flik 42J personnel "reassured" him by saying
"Don't worry. If you kill yourself crashing this plane, you won't
have anything to worry about!" All the undersurfaces were in
natural finish. Green 2787 solidly covered the wheel covers,
nose, top of fuselage, rudder, vertical stabilizer, and the top
surfaces of the wings, horizontal stabilizers and elevator. Of
these areas, only the nose and the fuselage top decking as far
back as the attachment point of the rear cabane strut were left
solid green. All the other green-painted areas had super-
imposed on them multiple discrete sworls of Ochre 386, very
tightly spaced. Each sworl was approximately two to three
inches in diameter. This pattern of color distribution was one
quite commonly seen on earlier Albatros fighters. The personal
marking is in black and white. Note the Oeffag logo close to
the nose. All struts were painted black. The top wing crosses
were outlined in white exactly like the tail crosses.
Aircraft No. 21 Albatros D.11I(Oef) 53.60.This aircraft is shown
as flown by Kurt Gruber at Flik 41), stationed at Sesana airfield
on the lsonzo front, in the late summer of 1917. The distribu-
tion of colors is identical to that of 53.27 (see Aircraft No. 20).
The only difference is that the base green is Green 28F7 (rather
than the lighter Green 2787 used on 53.27). All struts are black.
The top wing crosses are outlined in white, as are the tail
crosses. The personal marking, beautiful as were most such
markings at Flik 41), is painted in black and white. Note the
Oeffag logo on the nose.
Aircraft No. 22 Albatros D.III (Oef) 153.06. This was one of
Godwin Brumowski's aircraft at Flik 41J at Sesana airfield on
23.5
the lsonzo front in August, 1917. Brumowski scored his 15th
confirmed victory in this plane, August 19, 1917, which also was
his first victory in any Albatros fighter. His 16th victory one day
later closed his scoring in this particular aircraft. The basic
camouflage of this aircraft is identical to 53.60 (see Aircraft No.
21). The strikingly beautiful personal marking, "par for the
course" at Flik 41), is in black and white. The beauty of this
marking is aided, in this case, by removal of the serial number
from the fuselage side. In fact, this aircraft's exact serial number
was in doubt until the author scrutinized (with a radiologist's
eye) the original photographs in the War Archive in Vienna.
These photographs revealed a precise removal of the serial
number with a razor blade. When the black paint was shaved
off, enough of the underlying wood varnish was taken along
with it to lessen the glossiness of the shaved area. The original
photographs demonstrate faintly but distinctly the numerals
".06," showing relatively matte against the more glossy sur-
rounding wood. Note the Oeffag logo near the nose. Coursing
below the intake manifold of the engine and exiting just above
the cowl ring of the nose are the flame tubes for the machine
guns, which are buried under the fuselage top decking in front
of the cockpit.
Aircraft No. 23 Albatros D.III (Oef) 153.11. This aircraft is
shown as flown by Frank Linke-Crawford at Flik 41), stationed
at Sesana airfield on the lsonzo front in October, 1917. Linke
scored a total of five victories in 153.11, including "doubles"
on November 5 and November 23, 1917. This aircraft's under-
surfaces were in natural finish. The wheel covers, nose panels,
fuselage upper decking, vertical tailplane and rudder, as well
as the upper surfaces of the wings, horizontal tail planes and
elevator, were all solidly painted Green 28F7. All these same
areas, excepting the nose and fuselage top decking back to the
point of the rear cabane strut, had superimposed on the basic
green, multiple small sworls of Ochre 386. The sworls were
applied with a small brush or saturated rag or sponge and were
approximately two inches in diameter. The upper wing crosses
were outlined in white, as were the tail crosses. This was the
first of two Albatros fighters to be marked by Linke with a falcon
(the other was 153.16). These markings contributed to Linke's
later sobriquet "The Falcon of Feltre." Interestingly, the
appearance of the falcon on 153.16 was enhanced by scraping
off the fuselage serial number, something not done on the air-
craft illustrated-153.11.
Aircraft No. 24 Albatros D.III (Oef) 153.45. This aircraft is
shown as flown by Godwin Brumowski at Flik 41), stationed
at Torresella airfield on the Piave front in November, 1917.
Brumowski scored a total of eight victories in 153.45, which
possibly was his favorite Albatros fighter. During his time on
the western front in March, 1917, Brumowski had met Manfred
von Richthofen and had been impressed with von Richthofen's
organizational skills and the red paint schemes of his aircraft.
Albatros D.III (Oef) 153.45was the first of Brumowski's Albatros
fighters to sport a basically all-red paint scheme. The entire air-
craft is covered with Red 10AB. Note the skull on the fuselage
top decking, with its chin pointed towards the cockpit. The
crosses in all six positions are outlined in white. When the
author showed Brumowski's daughter (Mrs. Ingeborg
Sulkowski) photos of this aircraft, she said, "He played with
danger all his life. It was a challenge to see who was stronger,
you or me. It's just like him to paint skulls on his aircraft."
Aircraft No. 25 Albatros D.III (Oef) 153.12. This aircraft was
flown by Karl Kaszala with Flik 41), stationed at Sesana airfield
on the lsonzo front in the summer of 1917. It was also flown
by ace Kurt Gruber. The serial number is possible but uncon-
firmed. The general paint scheme is identical to that of Albati-os
D.III (Oef) 153.11 (see Aircraft No. 23) except that the sworls
of Ochre 386 have been applied with a small brush rather than
with a rag or sponge. This results in each sworl's having a more
clearly defined stroke, resembling "curlicues" rather than
rounded smudges. Note the unsynchronized Schwarzlose
machine gun mounted just in front of the cockpit, angled so
as to fire outside the propeller arc. The upper wing crosses are
36
outlined in white. The personal marking is black and white.
Aircraft No. 26 Albatros D.III (Oef) 153.46. This aircraft is
shown as flown by Eugen Bonsch at Flik 51) stationed at Ghirano
airfield on the Piave front in February, 1918. The painted por-
tions of this aircraft are finished in relatively "standard" pat-
tern for early Albatros fighters, i.e., a base of solid Green 28F7
with superimposed multiple tight sworls of Ochre 386. The
painted areas are: wheel covers; top surfaces of wings and
horizontal tail surfaces; fuselage top decking aft of the rear
cabane strut; rudder. The nose and engine panels are natural
metal. The struts are black. The remainder of the aircraft is in
natural finish. The tail and top wing crosses are outlined in
white. The Oeffag logo is close to the nose. The personal mark-
ing is white and Red 10AB. Throughout 1918, virtually all the
Albatros fighters of Flik 51) were marked with six-pointed stars
in various colors and degrees of elaborateness. The significance
of this marking, if anything, is unfortunately unknown. A similar
star, variously illustrated in red and gold, is found in the Sloven-
Orszag portion of the coat of arms of the Kingdom of Hungary,
but its relationship to the markings of Flik 51) is dubious.
Aircraft No. 27 (Top View No. 27) Albatros D.11I (Oef) 153.32.
This aircraft was on the strength of Flik 61) at Motta di Livensa
airfield on the Piave front in April, 1918. It was flown by Lud-
wig Hautzmayer in September-October, 1917, while at Flik 19.
During 1918, the airplane served in Flik 61), where it was flown
by several pilots, including Zugsfiihrer Adolf ReinI, who crashed
this fighter in April, 1918. The aircraft is in basic natural finish
except for the top fuselage decking aft of the rear cabane strut,
the vertical tail surfaces, and the upper surface of the horizon-
tal stabilizers and elevator. These areas are painted in a base
of solid Green 28F7 with multiple superimposed tight sworls
of Ochre 386. The tail cross is the only cross outlined in white.
The fuselage bands of white and Red 10C8 are the Flik 19 unit
marking and represents a holdover from this aircraft's service
time with Flik 19. The Flik 61) unit markings, also in Red 10CB,
consist of red wheel covers, as well as red stripes on the sides
of the vertical tail surfaces and the upper and lower surfaces
of both wings. The struts are black. The Oeffag logo is close
to the nose.
Aircraft No. 28 Albatros D.III (Oef) 153.106. This aircraft is
depicted as flown by Franz Graser at Flik 61), stationed at Mot-
ta di Livensa airfield on the Piave front in March 1918. The serial
number is probable but not definite. Franz Graser scored at
least three victories in this aircraft, and Ludwig Hautzmayer also
flew it while at Flik 61). The aircraft is finished overall in Brown
6f7, with the exception of the metal portions of the front half
of the fuselage, which are in natural finish. The exact color of
brown was determined from fabric samples taken from Austro-
Hungarian Albatros fighters shot down by British forces in Italy
in early 1918. The overall dark color necessitates white sur-
rounds for all six crosses. The wheel covers are painted Red
10C8, the earliest unit marking for Flik 61). For a personal mark-
ing, the ever-cheerful Graser has again surprisingly chosen the
owl, the "Bird of Death" in central Europe. The bird, evidently
the Eagle Owl (species Bubo bubo), is painted exactly the same
as on Albatros D.III (Oef) 153.44 (see Aircraft No. 16) except for
these differences: the ear tufts are slightly darker due to a more
brown highlighting; the edges and tip of the tail are similarly
more accented with brown; the bird's perch is solid wood,
without black outer ends.
Aircraft No. 29 Albatros D.III (Oef) 153.145. This aircraft was
flown by Ludwig Hautzmayer at Flik 61), stationed at Motta di
Livensa airfield on the Piave front in April, 1918. The spinnerless
"round-nose" configuration of the fuselage commenced with
the 112th aircraft of series 153 of the Albatros D.I11(Oef) fighters.
It was caused by the all-too-frequent tendency of the spinners
of earlier Albatros fighters to come off in flight. Because of this,
many pilots flew their Albatros without spinners and suffered
a loss of aerodynamics. The "round nose" configuration proved
quite successful. Albatros D.I11(Oef) 153.145was finished overall
in Brown 6E7 except for the metal panels of the fuselage which
were in natural "riffled" metal. Because of the dark finish, the
crossesare outlined in white in all six positions. The wheel
coversare Red 10C8, the Flik 61J unit marking. The personal
marking is white and Red 10C8, with the red portion outlined
in white and the white portion outlined in black.
Aircraft No. 30 Albatros D.III (Oef) 153.185.This aircraft is il-
lustrated as flown by Josef von Maier at Flik 55), stationed at
Pergineairfield on the south-Tyrolean front during May, 1918.
The serial number is possible, but unconfirmed. All the side
and upper surfaces of this aircraft were heavily splotched with
Green 29E7 and Brown 6£7. The paint was applied with
saturated rags or sponges directly onto the wood, linen and
metal.The undersurfaces and all the struts were solid Blue 20A2.
The top wing crosses were outlined in white, as was the tail
cross.Josef von Maier, as Flik 55J CO, chose number "1" for
his aircraft and kept this number from November, 1917, until
May,1918,when he began to use the letter "M." The black and
white stylized numerals used by Flik 55Jwere generally striking
and attractive (see Aircraft Nos. 17, 18, and 19).
Aircraft No. 31 Albatros D.III (Oef) 153.159. This aircraft is
shown as flown by Josef Kiss at Flik 55J, stationed at Pergine
airfield on the south-Tyrolean front in April, 1918. The serial
number is possible but not confirmed. The top and side sur-
facesare covered with a heavy mottle of Green 29E7 and Brown
6f7, applied with saturated sponges. The undersurfaces and
all the struts are uniform Blue 20A2. Note the slightly shaggy
interface between the dark and light areas along the lower
fuselagesides. The "K" of the personal marking is white, while
the medal behind it is in Red 1088 and Blue 2107. The first clue
that the medal portion of the marking was red was provided
by Enrica Bonecker, Kiss' sweetheart at Pergine during all his
time there with Fliks 24 and 55J. In an interview, she recounted
how, in 1918,her beloved "Josha" had taken her to his airfield
severaltimes during the course of which they had looked at
his airplane. She remembered quite clearly " ... the big white
letter 'K' with the red ball behind it."
Aircraft No. 32 Albatros D.III (Oef) 153.169. This aircraft is
shownas flown by Friedrich Hefty at Flik 42J, stationed at Pian-
zano airfield on the Piave front in June, 1918. Hefty scored at
leastthree victories in this airplane. The aircraft is basically a
"plain plane" with unoutlined crosses in six positions. The
wheel covers are halved in white and Red 9A8, the Flik 42J unit
marking. The large numerals on the fuselage sides represent
an example of the third phase of evolution for Flik 42j's
approach to individual aircraft identification (see Aircraft No.
11).Note the reversal of the black and the Red 9A8 from side
to side. During the author's visit with Hefty's son, Fred, he
statedthat the Green 2888 shields on the fuselage sides car-
ried the initials of his father's sweetheart at that time. The "I"
stoodfor the Hungarian woman's name, llonka. The name indi-
cated by the "G" was, however, unknown. The five-pointed
crown in each crest indicates that the woman was Edler (a
"noble"), the lowest rank of the nobility. To improve the at-
tractiveness of the personal markings, this aircraft's serial
number was scraped off at Flik 42J.
Aircraft No. 33 Albatros D.III (Oef) 153.141.This airplane was
flown by Franz Rudorfer of Flik 51J at Ghirano airfield on the
Piavefront in the summer of 1918. It was Rudorfer's favorite
aircraft and he scored at least five victories in it. Benno Fiala
alsoflew 153.141,scoring both a confirmed and an unconfirmed
victory in it on May 3, 1918. This aircraft is basically a "plain
plane," sporting only the beautiful star on the fuselage. The
star, in black, white, Red 10A8, and Yellow 3A7, is a lovely
example of the variety possible in this basic design used for
individual aircraft identification at Flik 51J(see Aircraft No. 26).
Aircraft No. 34 Albatros D.III 253.31.This aircraft is illustrated
asflown by Eugen Bonsch at Flik 51), stationed at Ghirano air-
field on the Piave front in September, 1918. The aircraft is in
basicnatural finish. The crosses are unoutlined in all six posi-
tions. The struts are black. The personal marking, in black and
white, is another beautiful example of the variety possible in
the use of the basic star motif of Flik 51J (see Aircraft No. 26).
Aircraft No. 35 Albatros D.III (Oef) 153.209. This aircraft is
shown as flown by Godwin Brumowski, CO of Flik 41J stationed
at Portobuffole airfield on the Piave front in June, 1918.
Brumowski scored his last four victories in 153.209. Friedrich
Navratil also flew this fighter while at Flik 41J in May, 1918. Note
the telescopic sight mounted at the front of the cockpit. This
aircraft is completely covered with Red 10A8. This necessitated
a white outline for all four wing crosses and a white box for
the tail cross. As with Brumowski's other skull-marked fighters
(see Aircraft No. 24), there is a third skull on the fuselage top
decking behind the cockpit with its chin facing the cockpit.
Aircraft No. 36 Albatros D.III (Oef) 253.04. This aircraft is
shown as flown by Franz Peter at Flik 3J, stationed at
Romagnano airfield on the south-Tyrolean front during August,
1918. This aircraft was flown extensively by Peter, who scored
at least two victories in it. The undersurfaces of the wings and
horizontal tail surfaces as well as the wheel covers were in
natural finish. The remainder of the aircraft was densely covered
in Green 29E8,applied in tightly overlapping sworls by saturated
sponges or rags. The crosses were unoutlined in all six posi-
tions. The struts were black. The large personal marking was
done in white and Red 9A8. The red portion of the marking
is thinly outlined with white, and the entire marking is then
outlined quite thinly in black. The style of the marking is that
of the "Yin and Yang" of Chinese philosophy. This symbol
expresses the diversity of forces in the universe and their inter-
action. Whether or not this had anything to do with Peter's
choice of the marking is debatable. Whatever his reasons, the
marking surely served as a fine device for in-flight recognition.
Interestingly, the other aircraft flown frequently by Franz Peter
at Flik 3J, Albatros D.III (Oef) 253.05, had a virtually identical
marking except that the colors were reversed, i.e., the white
was at the front and the red was towards the rear.
Aircraft No. 37 Albatros D.III (Oef) 253.06. This aircraft is
depicted as flown by Friedrich Navratil, CO of Flik 3J, stationed
at Romagnano airfield on the south-Tyrolean front during
August, 1918. Navratil flew this plane extensively during
JulySeptember, 1918, scoring his last eight victories in it. On
a test flight, October 21, 1918, Navratil's wartime flying was
ended when the supports for the pilot's seat broke, causing
him to crash on his own airfield, severely injuring himself. The
undersurfaces of the wings and horizontal tail planes were in
natural finish while the remainder of the aircraft was heavily
covered with Green 29£8 which was applied in tightly overlap-
ping sworls with a heavily saturated rag or sponge. This color
of green was determined from fabric obtained from two
Austrian Albatros fighters, one of which was Albatros D.I11(Oef)
253.03, flown by Stabsfeldwebel Otto Forster of Flik 3J, shot
down August 31, 1918, (see biographies of Friedrich Navratil
and Josef Purer). The crosses are unoutlined in all six positions.
The personal marking, as was standard practice at Flik 3J, was
striking and attractive. Rather than having any great symbolic
significance, it is felt that this marking probably served mainly
as an in-flight recognition device. The markings of Flik 3J were
so easily recognizable, in fact, that they formed the basis for
the reports of an Italian spy living in the town of Romagnano
at the time. By correlating the markings seen with the pilots'
names, which were commonly known in the town, the spy was
able to furnish Commando Supremo in Rome with an incred-
ibly accurate evaluation of the combat situation at Flik 3J!
Aircraft No. 38 Albatros D.III (Oef) 253.116. This aircraft is il-
lustrated as flown by Friedrich Navratil, CO of Flik 3J based at
Romagnano airfield on the south-Tyrolean front during August,
1918. The undersurfaces of the wings and horizontal tail struc-
tures are in natural finish, while the remainder of the aircraft
is painted Green 29£8. This color was densely applied in tight
overlapping sworls made with a saturated rag or sponge. The
struts are black. The crosses are unoutlined in all six locations.
In keeping with Flik 3J practice, the personal marking is strik-
ing (see Aircraft Nos. 36 and 37). The emblem is painted in white
and Red 9AB and is surrounded by a line of black. The Oeffag
logo is near the nose.
237
 Aircraft No. 39 (Top View No. 39) Phonix D.I128.12. This air-
craft is shown as flown by Roman Schmidt with Flik 30J sta-
tioned on the Piave front at San Pietro in Campo airfield in July,
1918. Schmidt scored his fourth and fifth victories in this air-
craft in July, 1918. The machine guns were buried under the
front fuselage top decking. Note the flame tube protruding
from the oval aperture behind the propeller. The undersurfaces
of this aircraft were left in natural finish. The remaining sur-
faces were heavily splotched with Brown 5E-F7, applied with
saturated rags or sponges. This color was documented by
multiple personal testimonies. The struts were black. The
double triangle above the serial number was Flik 30)'s choice
for a unit marking. It was painted in white and Red 10A8. In
addition, according to the Sixth Army order of April 14, 1918,
all the aircraft of Flik 30J had their wheel covers halved in white
and Blue 22C8. Note the Phonix company logo at the top rear
of the vertical tailplane. The top wing crosses on this aircraft
were originally outlined in white. An overhead photo of this
aircraft demonstrated minimal fading of the brown camouflage
and also the black of the cross on the top starboard wing, prob-
ably a replacement wing. In addition, the white surround of
the starboard cross has been overpainted in fresh black, which
appears darker than the faded original black paint of the body
of the cross (see Top View No. 39 and photo accompanying
Schmidt biography).
Aircraft No. 40 Phonix D.I 228.19. This aircraft was flown by
Karl Urban at Flik 14), stationed at Feltre airfield on the Piave
front in May, 1918. In his first flight with this squadron, Urban
scored his fifth confirmed victory while flying 228.19.The under-
surfaces of this aircraft were left in natural finish, while the rest
of the airplane's parts were heavily mottled with Brown 5E-F7,
applied with saturated rags or sponges. The struts were black.
The top wing crosses were outlined in white as was the tail
cross. The crosses on the wheel covers were not infrequent
in the Army Air Service but their occurrence followed no par-
ticular pattern. Note the Phonix logo on the vertical tail plane.
The broad band around the fuselage was Red 10A8. The letter
"U" was the initial of Urban's surname. To distinguish the air-
craft of Flik 14J from those of Flik 60), which also used Feltre
airfield, the fuselage bands of Flik 14Jwere painted in red, while
those of Flik 60J were in black. In addition, the styles of the
white letters differed-those of Flik 14J were rounded in con-
tour, while those of Flik 60J were angular (see Aircraft No. 41).
Aircraft No. 41 Phonix D.I 228.24. This aircraft is shown as
flown by Kurt Gruber at Flik 60J stationed at Grigno airfield on
the Piave front during February, 1918.This was Gruber's favorite
aircraft. He scored five confirmed victories in it and was also
shot down and killed while flying it, on April 4, 1918. The air-
craft's undersurfaces were left in natural finish, while the re-
mainder of the airplane was painted in Brown 5E-F7.The brown
paint was heavily splotched directly onto the fabric, wood and
metal of the plane by the use of saturated rags and sponges.
The struts were black. The top wing crosses were outlined in
white, as were the tail crosses. The black fuselage band was
the unit marking of Flik 60J. Each of the squadron's pilots car-
ried his surname's initial on the band, painted in white. The
angularity of the style of these initials also was peculiar to Flik
60J (see Aircraft No. 42). Note the Phonix logo on the upper
rear corner of the fin.
Aircraft No. 42 Phonix D.II 122.01. This aircraft is depicted
as flown by Frank Linke-Crawford, CO of Flik 60), while
stationed at Feltre airfield on the Piave front in the summer
of 1918. The undersurfaces were left in natural finish. The re-
maining surfaces were heavily mottled with Green 30F6, applied
by means of saturated sponges or rags. The color and applica-
tion method were established through many interviews,
documents, and fabric samples. The struts were black. The up-
per wing crosses and the tail crosses were all outlined in white.
The crosses under the lower wing were unoutlined. The black
fuselage band and white initial "L" were standard Flik 60Jprac-
tice. Other aircraft flown by Linke with the black band and
white initial include Phonix D.ls 228.14 and 228.16; Aviatik D.I
:38
115.32. Note the Phonix logo in the upper rear corner of the fin.
Aircraft No. 43 (Top View No. 43) Phonix D.lla 422.30. This
aircraft is shown as flown by Karl Teichmann at Flik 14J based
at Feltre airfield on the Piave front in August, 1918. On August
22, 1918, Teichmann became an ace in 422.30 when he scored
his fifth confirmed victory. The undersurfaces were left in
natural finish. All the remaining surfaces were heavily splotched
with Green 30F6. Right up to the end of the war, the Phonix
company in Vienna used rags and sponges to apply paint
schemes even though many other firms had begun to use spray
guns in 1917 and 1918. This aircraft's struts were black. The
Phonix logo is on the top rear of the fin. The crosses, in six
positions, are rather fat Balkenkreuze and are, in fact, the result
of a bureaucratic foul-up! On July 27, 1918, the Austro-
Hungarian Liaison Office in Germany sent a memo to the
Austro-Hungarian War Ministry in Vienna stating that the Ger-
mans were now using the Balkenkreuz on their aircraft.
Included was an elaborate description of the slender style and
proportions of these crosses. What was issued to the Austro-
Hungarian armed forces on July 31, 1918, however, was a brief
memo stating that the crosses were to be changed. Included
was a crude sketch of a cross patee (labeled "up to now") and
a similar sketch of the cross type that is shown on our color
illustration (labeled "now"). Extensive description of the slender
version of the new crosses eventually followed, and it was the
purpose of the memo merely to give the most general idea of
the kind of change that should take place. However, for quite
some time, units in the field interpreted the memo's crude
sketch of the new cross literally and applied these crosses to
their aircraft! These crosses were then seen in frontline service
right up to the war's end. Phonix D.l la 422.30 was one of these
aircraft. A final color note is that the fuselage band in Red 10A8
is the squadron marking for Flik 14J and the white "T" was
Teichmann's personal marking.
Aircraft No. 44 (Top View No. 44) Phonix D.lla 422.14. This
aircraft is shown as flown by Alexander Kasza at Flik 55J sta-
tioned at Pergine airfield on the south-Tyrolean front during
June, 1918. In this aircraft Kasza scored his sixth and final vic-
tory on June 9, 1918. The undersurfaces are in natural finish
while the rest of the plane is heavily mottled in Green 30F6,
applied with soaked rags or sponges. The struts are black. The
tail and upper wing crosses are surrounded with white. The
Phonix logo is on the fin. The personal markings of this air-
craft have very much to do with first-ranked Hungarian Ace,
Josef Kiss, also of Flik 55J. Up to and including the day of his
death (May 24, 1918), Kiss often flew together with Alexander
Kasza and Feldwebel Stefan Kirjak in the same three-plane for-
mation (kette). Kiss' aircraft (Phonix D.lla 422.10)carried a single
white stripe around the rear of the fuselage, while Kirjak's
Phonix D.lla fighter (serial number unknown) carried two white
stripes in the same location. The third aircraft of the kette was
the aircraft illustrated, Kasza's Phonix D.lla 422.14, and, as can
be seen, it carried three white stripes. The white-outlined hearts
painted in Red 10A8 on the rear fuselage and top wing mid-
section of Kasza's Phonix fighter are said to have been painted
as a gesture of mourning for his fallen friend, Josef Kiss. Un-
fortunately, the author has yet to document this.
Aircraft No. 45 (Top View No. 45) Hansa-Brandenburg "CC"
A.24. The aircraft illustrated was flown by Gottfried Banfield,
CO of the Trieste Naval Air Station in the northern Adriatic.
Banfield flew it throughout 1917. It was basically in natural
finish. The "A" of the serial number was the Austro-Hungarian
Naval Air Service designation for the "Abwehr" ("Protection")
class of flying boats, i.e., the fighter boats. The extra dot after
the serial number indicated that this boat was of foreign
manufacture (Germany). This aircraft's national markings con-
sisted of two parts: first, black crosses painted on white boxes
on the sides of the hull, the upper wing's upper surface, and
the lower wing's lower surface; second, division of the rudder,
horizontal tail plane and elevator into areas of white and Red
10A8, in the proportions indicated in the illustrations. Note that
this is a pusher type aircraft, i.e., the propeller faces backwards.
This allowed the mounting of unsynchronized machine guns
in the position most ideal for the use of the pilot-a significant
advantagein a fighter boat.
Aircraft No. 46 (Top View No. 46) Hansa-Brandenburg W.18.
This aircraft is depicted as flown by Gottfried Banfield at the
Trieste Naval Air Station during August, 1918. The exact serial
number of this A-class boat is unknown. The overall Cray 2081
color is in accordance with the regulation change of July 22,
1918.National markings consist of crosses and red and white
stripes. The crosses on the hull are painted on a white box.
The wing crosses (four positions) are painted over the basic
Grayand have a thin black border around their edges ("fancy
type-Bcrosses"). The stripes in white and Red 10ABare painted
on the upper and lower surfaces of the top wing only. The tail
stripes are limited to the rudder and the top and bottom of
the elevator only, as illustrated. The personal marking is the
coat of arms of Trieste, a city with which Gottfried Banfield has
had a life-long love affair. The shield's colors include Red 10AB
and Yellow 4AB. During 1918, Banfield's squadron of fighter
boats at Trieste carried individual identification Roman
numerals in white on the sides of the forward hull. Instead of
number "I," Banfield's aircraft bore the crest of Trieste. Ban-
field told me that the numbers ran as high as "VII." On many
of these boats, the serial number, which had been removed
from the forward hull to make room for the Roman numeral
system,was repainted in small white characters on the aft hull.
Aircraft No. 47 (Top View No. 47) Oeffag Type "H" A-11. This
boatis illustrated as flown by Gottfried Banfield during 19161918
at the Trieste Naval Air Station. He flew this aircraft extensively
and, on the night of May 31, 1917, shot down an Italian flying
boatfor the first night victory by any Austro-Hungarian aviator.
Thisboat was unique, designed specifically for Banfield by Dip/.
Ing. JosefMicki. When the author was with Banfield this special
boat was discussed. He said, "At first I flew it unpainted, but
later I had it painted blue. This was to help conceal it over water
but mainly for camouflage during night flying, which I did a
lot of. Give me that color book of yours and I'll show you the
color it was." The color chosen by Banfield from my Methuen
Handbook of Colour was Blue 23C7. The aircraft was entirely
this color except for the national markings, which were: first,
type B crosses on white boxes on the sides of the hull; second,
type B crosses with thin black outline ("fancy type B crosses")
overand under the top wing and under the bottom wing; third,
white and Red 10AB stripes on the rudder and elevator, as
shown.
Aircraft No. 48 (Top View No. 48) Lohner Type "T" L-47. This
boat is shown as flown by Gottfried Banfield in June, 1915, as
CO of the Naval Air Station at Trieste. In this aircraft Banfield
scoredhis first victory on June 27, 1915. This boat was captured
intact by the Italians during April, 1916. The aircraft is basically
in natural finish, to which is added the extensive national mark-
ings,the extent of which was peculiar to the Austro-Hungarian
Navy.In particular, note that the crosses with fine black outlines
areunder both wings, in addition to being above the top wing.
In addition, the cross on the nose was painted asymetrically
soasto appear proportional when viewed head-on. This iden-
tification feature was necessitated by the capture of Lohner L-40
intact by the Italians (May 27, 1915) who thought so highly of
the type, they copied it as the Macchi L-1. Similarly, Italian fly-
ing boats carried Italian roundels on their bows as well.
AircraftNo. 49 (Top View No. 49) Lohner "C" B.11serial "C.11."
This aircraft was flown by Julius Arigi at Flik 6 stationed at lgalo
airfield near the Bay of Cattaro in 1915. Arigi flew C.11 exten-
sively during 1915against the forces of Serbia and Montenegro.
This aircraft was one of a group of Lohner aircraft types known
as "Pfeilfliegern" ("Arrow Fliers") because of the aircraft's con-
figuration in plan view, which was quite evident when one flew
overhead. The markings were very much related to the date
at which it is depicted. The extensive white and Red 10ABstrip-
ing would, during 1915, be superceded by black crosses as
national markings. The serial "C.11" reflects the mid-portion
of Austro-Hungarian Army Air Service serial number evolution.
This serial would later evolve to its final form of "12.11." Note
the extensive use of Cray 2383 paint.
Aircraft No. 50 (Top View No. 50) Aviatik D.I 338.02. This air-
craft is shown as flown by Bela Macourek, CO of Flik 1), sta-
tioned at lgalo airfield near the Bay of Cattaro (today Yugoslavia)
in August, 1918. Macourek flew this aircraft extensively during
the summer and autumn of 1918, scoring his fourth and fifth
victories in it. Julius Arigi, who served under Macourek at Flik
1), scored his 32nd and last victory in this aircraft on August
6, 1918. Note the "ear" type radiators along the sides of the
nose. All struts and metal panels are painted Cray 2302, the
somewhat bluish gray commonly used by the Aviatik company.
The thin, oblique stripes on the fuselage side are, from front
to back, Red 10AB, white, and Green 26CB. These are the
Hungarian national colors and were applied by Macourek, who
believed fervently in Hungarian nationalism. As the Dual
Monarchy became progressively more shaky, Macourek tended
to hide his political feelings less and less. The Hungarian stripes
are an expression of this attitude. The dominant feature of this
aircraft's coloration is the pattern of hand-painted, multi-
colored hexagons (lozenges). This pattern represented a stage
in the evolution of camouflage in the Army Air Service. The
colors and patterns varied widely, particularly between different
factories. The colors of this particular aircraft were determined
by a combined analysis of photographs, documents, fabric
samples, and, in particular, from study of Knoller C.11119.15
which hangs in the Technical Museum in Prague. It is the only
aircraft extant to bear an Austro-Hungarian lozenge camouflage
pattern. On Aviatik D.I 338.02,there are three different patterns
of lozenges, each of which contains a three-color repetition pat-
tern pecular to it. The first pattern covers the lighter areas of
the fuselage, and contains a definite repetition pattern of Pale
Cray 2181, Terra Cotta 707, and Orange-Cray 583. The second
pattern covers the lighter areas of the wings and also the
horizontal and vertical tail surfaces. This pattern contains
Orange-Cray 583, Terra Cotta 707, and Prussian Blue 21F7. The
third pattern covers the dark areas of both the wings and
fuselage and contains a definitive repetition of Terra Cotta 707,
Olive 3F6, and Prussian Blue 21F7. The key to "reading" lozenge
patterns is orientation, since one is dealing with hexagons and
so can produce an entirely new "pattern" with each 30° turn
of the subject clockwise or counterclockwise. Thus, to "read"
the patterns on the color plate, read from top to bottom on
the fuselage and vertical tail surfaces and from front to back
on the wings and horizontal tail surfaces. When you do this,
you'll notice that the flat sides (rather than the "points") of the
lozenges parallel the tops and bottoms of the fuselage and ver-
tical tail surfaces and parallel the fronts and backs of the wings
and horizontal tail surfaces. All of this aircraft's undersurfaces
were in natural finish.
239
 - .
.·''
...
~~

-~~Y\..·• 1'."-.

No. 1: FOKKER 8.1 03.09, Flik 12, Spring 1916 (Friedrich Hefty)

No. 2: Al8ATROS 8.1 24.06, Flik 12, October 1915 (Adolf Heyrowsky)

No. 3: HANSA-8RANDEN8URG C.I 29.64, Flik 19, December 1917 (Adolf Heyrowsky)

o. 4: HANSA-8RANDEN8URG C.I 429.36, Flik 57Rb, Autumn 1918 (Andreas Dombrowski)

241
 No. 5: FOKKER A.Ill 03.52, Flik 19, February 1916 (Ludwig Hautzmayer)

No. 6: HANSA-BRANDENBURG D.I 28.40, Flik 411, Spring 1917 (Frank

Linke-Crawford)

No. 7: HANSA-BRANDENBURG D.I 28.11, Flik 411, May 1917 (Karl Kaszala)

No. 8 HANSA-BRANDENBURG D.I 28.15, Flik 411, Summer 1917 (Frank Linke-Crawford)

242
 D.I 28.44, Flik 411, Summer 1917
No. 9: HANSA-BRANDENBURG
(Frank Linke-Crawford)

D.I 28.30, Flik 16, August 1917

No. 10: HANSA-BRANDENBURG
(Raoul Stojsavljevic)

D.I 28.58, Flik 421, July 1917 Uohann Risztics)

No. 11: HANSA-BRANDENBURG

No. 12: AVIATIK D.I 38.04, Flik 421, October 1917 (Friedrich Hefty)

241
 No. 13: AVIATIK D.I 138.99, Flik 421, November 1917 (Friedrich Hefty)

No. 14: ALBATROS D.111(Oef) 153.15, Flik 55), September 1917 0ulius Arigi)

No. 15: ALBATROS D.111(Oef) 153.42, Flik 421, October 1917 (Ferdinand Udvardy)

No. 16: ALBATROS D.111(Oef) 153.44, Flik 421, November 1917 !Franz Graser)

244
 No. 17: ALBATROS D.111(Oef) 153.80, Flik 551, December 1917 (Julius Arigi)

No. 18: ALBATROS D.111(Oef) 153.27, Flik 551, November 1917 (Georg Kenzian)

No. 19: ALBATROS D.111(Oef) 153.47, Flik 551, January 1918 (Josef Kiss)

No. 20: ALBATROS D.111(Oef) 53.27, Flik 421, October 1917 (Franz Graser)
 No. 21: ALBATROS D.111(Oef) 53.60, Flik 411, Summer 1917 (Kurt Gruber)

No. 22: ALBATROS D.111(Oef) 153.06, Flik 411, August 1917 (Godwin Brumowski)

No. 23: ALBATROS D.111(Oef) 153.11, Flik 411, October 1917 (Frank Linke-Crawford)

No. 24: ALBATROS D.111(Oef) 153.45, Flik 411, November 1917 (Godwin
Brumowski)

')af,
 No. 25: ALBATROS D.111(Oef) 153.12, Flik 411, Summer 1917 (Karl Kaszala)

No. 26: ALBATROS D.111(Oef) 153.46, Flik 511, February 1918 (Eugen Bonsch)

No. 27: ALBATROS D.111(Oef) 153.32, Flik 611, April 1918 (Ludwig Hautzmayer)

No. 28: ALBATROS D.111(Oef) 153.106, Flik 61), March 1918 (Franz Graser)

247
 No. 29: ALBATROS D.111(Oef) 153.145, Flik 611, April 1918 (Ludwig Hautzmaytr)

No. 30: ALBATROS D.111(Oef) 153.185, Flik 551, May 1918 (Josef von Maier)

No. 31: ALBATROS D.111(Oef) 153.159, Flik 551, April 1918 (Josef Kiss)

No. 32: ALBATROS D.111(Oef) 153.169, Flik 421, June 1918 (Friedrich Hefty)

248
 No. 33: ALBATROS D.111(Oef) 153.141, Flik 511, Summer 1918 (Franz Rudorfer)

No. 34: ALBATROS D.111(Oef) 253.31, Flik 51), September 1918 (Eugen Bonsch)

No. 35: ALBATROS D.111(Oef) 153.209, Flik 411, June 1918 (Godwin Brumowski)

No. 36: ALBATROS D.111(Oef) 253.04, Flik 31, August 1918 (Franz Peter)

249
 No. 37: ALBATROS D.111(Oef) 253.06, Flik 31, August 1918 (Friedrich Navratil)

No. 38: ALBATROS D.111(Oef) 253.116, Flik 3), August 1918 (Friedrich Navratil)

No. 39: PHONIX D.I 128.12, Flik 30), July 1918 (Roman Schmidt)

No. 40: PHONIX D.I 228.19, Flik 14), May 1918 (Karl Urban)

250
 No. 41: PHONIX D.I 228.24, Flik 601, February 1918 (Kurt Gruber)

No. 42: PHONIX D.11 122.01, Flik 601, Summer 1918 (Frank Linke-Crawford)

No. 43: PHONIX D.lla 422.30, Flik 141, August 1918 (Karl Teichmann)

No. 44: PHONIX D.lla 422.14, Flik 551, June 1918 (Alexander Kasza)

251
 No. 45: HANSA-BRANDENBURG
CC A.24, Trieste, July 1917 (Gottfried Banfield)

No. 46: HANSA-BRANDENBURG W.18, Trieste, August

1918 (Gottfried Banfield)

No. 47: OEFFAG TYPE H A.11, Trieste, August 1917 (Gottfried Banfield)

No. 48: LOHNER TYPE T l.47, Trieste, June 1915 (Gottfried Banfield)

252
No. 49: LOHNER TYPE "C" 8.11C.11, Flik 6, Summer 1915 Oulius Arigi)

253
 No. 50: AVIATIK D.I 338.02, Flik 11, August 1918 (Bela Macourek)

254
 Albatros logo
Oeffag logo

Phonix logo

No. 2.• ALBATROS B.I 24. 06 (Heyrowsky)

No. 1: FOKKER B. I 03.09 (Hefty)

No. 5.• FOKKERA.Ill 03.52 (Hautzmayer)

SA-BRANDENBURG
No. 4: HAN(Dombrowski)
C.I 429.36

No. 13.• AVIATIK D. I 138.99 (Hefty)

BRANDENBURG
No. 8: HANSA- L' ke-Crawford)
D.I 28.15 ( m

255
 No. 27: ALBATROS D.111(Oef) 153.32 (Hautzmayer)

No. 44: PHONIX D.lla 422.14 (Kasza)

No. 43: PHONIX D.lla 422.30 (Teichmann)

No. 45: HANSA-BRANDENBURG

CC A.24 (Banfield)

No. 46: HANSA-BRANDENBURG

W.18 (Banfield)

No. 47: OEFFAG TYPE H A.11 (Banfield)

No. 48: LOHNER TYPE T L.47 (Banfield)

256
 APPENDIX I
The Austro-Hungarian Army Air Service
A Brief Overview
General History
The Austro-Hungarian Empire was involved in war from July
28, 1914, to November 4, 1918. The war was fought on many
fronts, including Russia, Serbia, Romania, Albania, Montenegro
and, from May 24, 1915, Italy. The Italian fighting, from May,
1915, until October, 1917, centered around the region sur-
rounding the lsonzo River at the northeastern corner of the
Adriatic Sea. The German-aided Austro-Hungarian break-
through at Caporetto in October-November, 1917, pushed the
front lines far westward, almost to Venice. From then until vir-
tually the end of the war, the line of combat centered along
a string of natural obstacles, most important of which were the
Piave River, the Montello, the Asiago plateau and the Trentine
Alps, particularly Mt. Grappa. The Caporetto disaster prompted
reinforcement of the Italian forces with substantial French and
British aid, followed by a small American contribution in 1918.
Austro-Hungarian military aviation began as a balloon corps
in 1893. In 1912, a committee charged with the task appointed
Oberst (Colonel) Emil Uzelac to form the air service. The air
service later became officially known as the kaiser/iche und
konigliche Luftfahrtruppen (The Imperial and Royal Aviation
Troops), usually referred to as k.u.k. LFT, or simply LFT. At the
start of war, the entire Army Air Service consisted of nine fly-
ing companies with a total of 85 pilots and 39 serviceable air-
craft, and ten balloons. Initially the only large firm producing
airframes was Lohner. Two firms were producing aircraft
engines. In addition, the government operated a small airframe
factory at Fischamend.
The industrial strength of the Empire was gradually incor-
porated into the war effort, but throughout the war, produc-
tion never came close to filling the potential which existed. This
was partially the result of control by an entangled bureaucracy,
resulting in much wasted effort. Orde/s for the same aircraft
were split between factories while each individual factory was
required to produce many different types of aircraft simulta-
neously. The main cause of the poor productivity, however,
was lack of industrial capacity and skilled workers.
258
An idea of the limited production of the Austro-Hungarian
industrial complex can be obtained from these figures. Austria-
Hungary produced approximately 5,000 airframes and 4,000
engines during the war, while one of her enemies, Italy, enter-
ing the war almost a year later, produced 20,000 airframes and
38,000 engines. The figures for Germany are almost 50,000 air-
frames and 40,000 engines-ten times the Austro-Hungarian
total.
The Daimler factory produced the Austro-Daimler engines,
while Warchalowski, Eissler & Co. produced the Hiero engine,
named after the German-born chief designer, Otto Hieronimus.
In-line engines were standard because the shortage of castor
oil limited the use of rotary engines. The standard aircraft arma-
ment was the Schwarzlose M 7/12 8mm machine gun, used in
various installations and mountings. Initially, various indig-
enous and imported aircraft served. Fokker A-types (German
designations E.I and E.111)purchased from Germany in 1915
became the first true fighter aircraft. In late 1916, the Hansa-
Brandenburg D.I (KD) fighter replaced the Fokker. Later, the
standard fighter types became the home-built Albatros D. Ill
(Oef), the Aviatik D.I and the Phonix D-types. In the two-seater
category, the Hansa-Brandenburg C.I entered service in 1916,
and in its many forms, served as the backbone of the recon-
naissance and light bombing corps almost to the end of the
war. The final generation of two-seaters in 1917-1918 included
the Aviatik C.I, the Phonix C.I and the Ufag C.I.
Organization
The Supreme Command of the LFT was referred to as Kom-
mando k.u.k. LFT. The organization of the flying units followed
the lines of organization of the various commands and armies
to which the units were attached. At the bottom of the organiza-
tional chart, three main types of units were involved:
1. The Fliegerkompanie (abbreviated Flik). This was the actual
frontline combat unit. The total of officer and non-
commissioned pilots in each Flik rarely exceeded eight,
although theoretically this number was supposed to be much
higher. A total of 77 Fliks had been established by war's end.
2. The Fliegeretappenpark (Flep). These were the flying parks
responsiblefor supplying the Fliks with aircraft, motors, guns,
camerasand other supplies. They also did repairs too exten-
sivefor the Fliks but too minor for the factory. Each Flep was
responsiblefor a certain combat sector. There were three Fleps
at the start of the war and eleven at its end.
3. The Fliegerersatzkompanie (Flek). These were responsible
for supplying the Fliks with manpower, such as pilots,
mechanicsand orderlies. The Fleks trained these men. It was
customaryfor an entire Flik to be assembled at a Flek and sent
to the front as a unit. A total of 22 Fleks existed at war's end.
Theseunits were collectively known as the Fliegerersatztruppe
(FLET).
TheFliegerarsenal(abbreviated Flars)was a separate organiza-
tion with an extremely complex bureaucratic structure under
the direction of the Ministry of War, a civilian authority. The
Flarswas, in a very general way, responsible for obtaining and
testing equipment such as aircraft, guns and engines for the
LFT.It was in existence in one form or another from the begin-
ning of Austro-Hungarian military aviation, but officially was
designated Flars in March, 1915.
In 1917,the Fliks, besides being numbered, also were labeled
by function. This was denoted by the suffix of a letter after the
Flik number, as in the following examples:
Flik 41) = Jagdf/iegerkompanie = a fighter squadron
Flik 12P = Photoeinsitzerkompanie = a single-seat
photoreconnaissance squadron
Flik 22D = Divisionsfliegerkompanie = short-range recon-
naissancesquadron, working in support of Army divisions at
the front
Flik 27F = Fernaufklarerkompa/iie = long-range recon-
naissancesquadron
Flik101G = Crossflugzeugkompanie = a bomber squadron
Flik 69S = Sch/achtfliegerkompanie = a ground attack
squadron in support of infantry. These were usually D-Fliks
given a new duty designation.
Flik 35K = Korpsfliegerkompanie = a short-range recon-
naissance unit serving an entire army Korps rather than the
more limited service area of the usual D-Fliks.
Flik 57Rb = Reihenbildaufklarerkompanie = A photo recon-
naissance squadron specializing in serial or sequential
photography.
Several other, less common, Flik function designations were
also used.
Aircraft Supply
The steps taken by an aircraft in its travel from factory to front
lines were as follows: (1) The aircraft was manufactured at the
factory, where it was inspected and passed by army officer in-
spectors (called Bauaufsicht) in each factory. (2) The aircraft was
sent to one of the Flars acceptance groups. These groups were
set up as follows: Group I at Aspern, near Vienna; Group II at
Budapest; Group Ill at Wiener-Neustadt; Group IV at Campofor-
mido, in northern Italy (later at Odessa to inspect aircraft
manufactured by the Russian Anatra factory after the fall of
Russia). An unnumbered group was also in Berlin to accept
German-made aircraft. (3) The plane was sent to one of the
eleven Fleps. (4) The aircraft was distributed by the Fleps to the
front-line Fliks. Rarely was an aircraft was sent directly to the
front from a Flars acceptance group.
259
 APPENDIX II

The Austro-HungarianLFTSerial Number System

The Austro-Hungarian Army Air Service serial number system The firm's designator number formed the first part of the
was introduced February 8, 1915, in a directive from LFT Com- serial number. The type of aircraft formed the second part. For
mand. Prior to this definitive system, two somewhat ineffec- example, a type 38. was built by factory number 3 (Aviatik) and
tive systems were used. The first consisted of names applied was the 8th design manufactured at that factory (the D.I single-
to each aircraft, with the first letter of the name most often seat fighter). A decimal point was then placed after the factory
corresponding to the factory designation of the aircraft type. and type numbers. Numbers after the decimal point indicated
Examples of this included: Etrich Taube (type A) aircraft with the number of the individual aircraft in the production series,
names "Asra", "Annita", "Allons", and "Achilles"; Lohner B.I e.g., 38.16 was the 16th series 38. Aviatik D.I built at the Aviatik
(type B) aircraft carrying names "Brunhilde", "Bombe", and factory. As significant changes were made to the basic design,
"Bojar"; Lohner B.III (type D) biplanes with names "Delphin", e.g., a change of engine, an additional number was added to
"Dreadnought", and "Don Juan". the front on the serial number; e.g., the Aviatik D.I with 185
The second system came later and was somewhat more strict- h.p. engine was series 38., those with 200 h.p. engines became
ly applied than the system of names described above. It con- series 138., those with 160 h.p. engines became series 238., and
sisted of a letter and a number carried on the fuselage of the finally, those with 225 h.p. engines became series 338. There-
aircraft. This included: Lohner B.11Itype "C" aircraft designated fore, aircraft 238.41 is the 41st example of the Aviatik-built
C-1, C-2, etc.; Aviatik B.I. biplanes designated AV-1, AV-2, etc. Aviatik D.I powered by a 160 h.p. engine.
Neither of these systems, of course, could be expected to License-built aircraft were denoted both by a serial number
hold up when large numbers of aircraft came into service. The code particular to the producing firm and by an addition to
definitive system introduced in February, 1915, lasted until the the aircraft designation as well. Thus, the first license-built
end of the war. It was truly a masterpiece of logic and organiza- Aviatik D.I with 200 h.p. engine built by W.K.F. (firm 8, design
tion. Each aircraft manufacturing firm was given a company 4) would be listed as Aviatik D.I (WKF) 84.01.
identification number as follows: Experimental aircraft were denoted by a type number of zero
Company Common Name for any given firm. Therefore, aircraft 30.15 would be the 15th
Designator and Full Company experimental prototype aircraft built by Aviatik (firm 3).
Number Abbreviation Name Location Purchased foreign aircraft were handled in two ways. Some
Lohner (Lo) Jakob Lohner & Co. Wien-Floridsdorf purchased series were given serial numbers dictated by the
2 Phonix (Ph) Phonix-Flugzeugwerke A.G. Wien-Stadlau affiliation of the Austro-Hungarian company with the German
(previously: Oesterreichische- company manufacturing the aircraft. This included the Albatros
Albatros-Flugzeug Werke
(GmbH)
series 21.; the Aviatik series 31.; and the Hansa-Brandenburg
series 61.5, 62.5, 63.5, 64.5, 65.5, and 65.7. For the most part,
3 Aviatik (Av) Oesterreichisch- Wien-
Ungarische Flugzeugfabrik Heiligenstadt however, purchased foreign aircraft received a company iden-
"Aviatik" GmbH tification number of zero, with the type number depending on
4 Lloyd (LI) Ungarische Lloyd Flugzeug Asz6d the manufacturing firm and the particular aircraft type; e.g.,
und Motorenfabrik A.G. 03.41 was a Fokker E.11I,while 08.01 was a Gotha G.IV (LVG).
5 Oeffag (Oef) Oesterreichische Wiener-Neustadt A brief listing of the foreign firms is: DFW series 01.; Rum pier
Flugzeugfabrik A.G.
series 02.; Fokker series 03. and 04.; Hansa-Brandenburg series
6 UFAG (U) Ungarische Flugzeugwerke Budapest-
05. and 06.; Friedrichshafen series 07.; Gotha series 08.; LVG
A.G. Albertfalva
K.u.k. Fliegerarsenal Fischamend
series 08.100; Albatros series 09.; and Anatra series 010.
7 Fischamend (Fd)
Flugzeugwerk Fischamend Captured enemy aircraft as well as small groups of out-of-
8 W.K.F. (WKF) Wiener Karosserie und Wien series purchased foreign aircraft were all given both company
Flugzeugfabrik, identification and type numbers of zero. For instance, a cap-
Dr. W. von Gutmann tured Russian Farman biplane was given a serial number of
9 M.A.G. (MAG) Ungarische Allgemeine Budapest 00.07 while an LVG B.I trainer received a serial number 00.14
Maschinenfabrik A.G.
since it was part of a small batch purchased from Germany.
10 Thone & Fiala Thone & Fiala Wien
(Th) Maschinenfabrik
When this definitive serial number system was introduced
in February, 1915, the two systems in effect at the time were

260
supercededby the new system. For example, the Lohner 8.1 Phonix
type "B" became series 11. and the aircraft previously Type Number Aircraft Type Motor
designated "Blitz" became 11.15. Similarly, the Aviatik 8.1
21 Albatros B.I 100 hp
becameseries 31. and "AV-3" became 31.03. 22 Knoller-Albatros B.I (Ph) 160 hp
A listing of the more important Austro-Hungarian- 23 Knoller-Albatros B.I (Ph) 145 hp
manufacturedand foreign-manufactured aircraft types used by 24 Albatros B.I (Ph) 145 hp
24.5 Knoller-Albatros B.I (Ph) 145 hp
the LFTis as follows. Please note that, for the sake of simplicity,
25 Knoller C.I (Ph) 160 hp
severalof the less-important types have been deleted: 26 Hansa-Brandenburg C.I (Ph) 160 hp
27 Hansa-Brandenburg C.I (Ph) 160 hp
29 Hansa-Brandenburg C.I (Ph) 210 hp
29.5 Hansa-Brandenburg C.I (Ph) 200 hp
Lohner 129 Hansa-Brandenburg C.I (Ph) 200 hp
229 Hansa-Brandenburg C.I (Ph) 200 hp
TypeNumber Aircraft Type Motor 329 Hansa-Brandenburg C.I (Ph) 200 hp
11 Lohner B.I Type "B" 429 Hansa-Brandenburg C.I (Ph) 230 hp
100 hp
12 Lohner B.11Type "C" 85 hp 121 Phenix C.I 230 hp
12.4 Lohner B.11(U) 123 UFAG C.I (Ph) 230 hp
85 hp
13 Lohner B.11IType "D" 28 Hansa-Brandenburg D.I "KO" (Ph) 185 hp
120 hp
14 Lohner B.IV Type "E" 100 hp 128 Phenix D.I 200 hp
14.5 Lohner B.IV (U) 228 Phenix D.I 200 hp
100 hp
15 Lohner B.V Type "G" 100 hp 328 Phenix D.I 200 hp
15.5 Lohner B.V (U) 100 hp 122 Phenix D.11 200 hp
16 Lohner B.VI Type "H" 145 hp 222 Phenix D.1I 200 hp
17 Lohner B.VII Type ")" 322 Phenix 0.11 200 hp
150 hp
17.3 Lohner B.VII Type ")" 160 hp 422 Phenix D.lla 230 hp
17.5 Lohner B.VII (U) 160 hp Note: Series 21. was German-built.
18 Lohner C.I 160 hp
18.5 Lohner C.I (U) 160 hp
19 Knoller C.11(Lo) 185 hp
119 Knoller C.11(Lo) 160 hp W.K.F.
114 Aviatik C.I (Lo) 185 hp
214 Aviatik C.I (Lo) 200 hp Type Number Aircraft Type Motor
115 Aviatik D.I (Lo) 200 hp
81 Knoller C.11(WKF) 160 hp
315 Aviatik D.I (Lo) 225 hp
82 Lloyd C.V (WKF) 220 hp
83 Aviatik C.I (WKF) 185 hp
183 Aviatik C.I (WKF) 200 hp
Aviatik 84 Aviatik D.I (WKF) 185 hp
184 Aviatik D.I (WKF) 200 hp
TypeNumber Aircraft Type Motor
284 Aviatik D.I (WKF) 160 hp
31 Aviatik B.I 100 hp 384 Aviatik D.I (WKF) 225 hp
32 Aviatik B.11 120 hp 85 W.K.F. D.I 230 hp
33 Aviatik B.11I 160 hp
34 Aviatik B.11 150 hp
35 Knoller B.I (Av) 100 hp
36 Knoller C.11(Av) 185 hp Oeffag
37 Aviatik C.I 185 hp
137 Aviatik C.I 200 hp Type Number Aircraft Type Motor
38 Aviatik D.I 185 hp 51 Oeffag C.I 150 hp
138 Aviatik 0.1 200 hp 52 Oeffag C.11 160 hp
238 Aviatik D.I 160 hp 52.5 Oeffag C.11 185 hp
338 Aviatik D.I 225 hp 53 Albatros D.1I (Oef) 185 hp
39 Aviatik D.1I 200 hp 53.2 Albatros D.11I (Oef) 185 hp
339 Aviatik D.11 225 hp 153 Albatros D.11I (Oef) 200 hp
Note: Series 31. was German-built. 253 Albatros D.11I (Oef) 225 hp

261
 UFAG M.A.G.
Type Number Aircraft Type Motor Type Number Aircraft Type Motor
61 Hansa-Brandenburg C.I (U) 160 hp 91 Aviatik C.I (MAG) 185 hp
61.5 Hansa-Brandenburg C.I 160 hp 92 Aviatik 0.1 (MAG) 200 hp
63 Hansa-Brandenburg C.I (U) 160 hp 93 Fokker D.VII (MAG) 225 hp
63.5 Hansa-Brandenburg C.I 160 hp
64 Hansa-Brandenburg C.I (U) 160 hp
64.5 Hansa-Brandenburg C.I 160 hp
67 Hansa-Brandenburg C.I (U) 160 hp
68 Hansa-Brandenburg C.I (U) 160 hp Thone & Fiala
69 Hansa-Brandenburg C.I (U) 200 hp
169 Hansa-Brandenburg C.I (U) 220 hp Type Number Aircraft Type Motor
269 Hansa-Brandenburg C.I (U) 200 hp 101 Aviatik 0.1 (Th) 200 hp
369 Hansa-Brandenburg C.I (U) 230 hp 201 Aviatik D.I (Th) 185 hp
161 UFAG C.I 230 hp
65.5 Hansa-Brandenburg 0.1 "KO" 160 hp
65.7 Hansa-Brandenburg 0.1 "KO" 150 hp
62 Hansa-Brandenburg G.I (U) 2x160 hp
62.5 Hansa-Brandenburg G.I 2x160 hp
Note: Series 61.5, 62.5, 63.5, 64.5, 65.5, and 65.7 were all German-built.

Fischamend
Type Number Aircraft Type Motor
71 Eirich A. I (Fd) 90 hp
72 Etrich A.II (Fd) 85 hp
73 Lohner B.I (Fd) 90 hp Foreign Manufacturers
74 Lohner 8.11(Fd) 85 hp Serial Numbers Aircraft Type Motor
75 Hansa-Brandenburg B.I (Fd) 100 hp 01.01 - 01.09 D.F.W. B.I 100 hp
76 Hansa-Brandenburg B.I (Fd) 100 hp 02.01 - 02.29 Rumpler B.I 100 hp
77 Hansa-Brandenburg B.I (Fd) 100 hp 03.01 - 03.12 Fokker B.I 80 hp
78 Hansa-Brandenburg B.I (Fd) 120 hp (German designation "M.7'')
79 Hansa-Brandenburg B.I (Fd) 120 hp 03.13 - 03.24 Fokker B.I ("M.10E") 80 hp
176 Hansa-Brandenburg B.I (Fd) 100 hp 03.25 - 03.28 Fokker B.I ("M.7") 80 hp
276 Hansa-Brandenburg B.I (Fd) 100 hp 03.29 - 03.40 Fokker B.I ("M.10E") 80 hp
03.41 - 03.54 Fokker A.Ill ("E.I/11I") 100 hp
03.55 - 03.60 Fokker 0.11 ("M.17Z") 100 hp
Lloyd 03.61 - 03.83 Fokker B.11"Baby Fokker" 80 hp
("M.17 E2")
Type Number Aircraft Type Motor
04.11 - 04.27 Fokker B.11I("M.18") 100 hp
41 Lloyd C.I 150 hp 04.31 - 04.38 Fokker B.11I 100 hp
42 Lloyd C.II 145 hp (License-built by MAG)
42.5 Lloyd C.II (WKF) 145 hp 04.41 - 04.48 Fokker D.I 160 hp
43 Lloyd C.I11 160 hp (License-built by MAG) ("M.19")
43.S Lloyd C. I I I (WKF) 160 hp 04.51 - 04.92 Fokker D.1I 185 hp
44 Lloyd C.IV 160 hp (License-built by MAG) ("M.20")
44.5 Lloyd C.IV (WKF) 160 hp 04.100 Fokker D.VI 155 hp
46 Lloyd C.V 185 hp 05.01 - 05.03 Hansa-Brandenburg B.I 100 hp
46.5 Lloyd C.V 220 hp 06.51 - 06.99 Hansa-Brandenburg B.I 100 hp
47 Aviatik C.I (LI) 185 hp 07.01 Friedrichshafen G.IIIA 2X260 hp
48 Aviatik 0.1 (LI) 185 hp 07.51 - 07.71 Anatra C.I "Anasal" 150 hp
248 Aviatik D.I (LI) 160 hp 08.01 - 08.40 Gotha G.IV (LVG) 2X230 hp
348 Aviatik 0.1 (LI) 225 hp 09.01 - 09.03 Albatros J.I 200 hp
49 Phonix C.I (LI) 230 hp 010.01- 010.141 Anatra C.I "Anasal" 150 hp

262
 APPENDIX Ill

The Aircraft of the Aces

The following is a listing of the aircraft known to have been Phonix D.I: 228.06/228.14/228.16
flown by each of the aces. In general, in each ace's section, Phonix D. II: 122.01
two-seaters are I isted first and fighters are I isted last. Aviatik D.I: 115.32 (killed in this aircraft 31 July 1918)

(1) Godwin Brumowski (5) Josef Kiss

Hansa-Brandenburg B.I: 05.12/05.14/05.30/05.32/05.33/05.34/05.36/ Hansa-8randenburg C.I: 26.29/61.23
05.37 Hansa-8randenburg D.I "KD": 28.37
Albatros B.I: 21.19/21.27121.29 Albatros D.III (Oef): 53.33/53.37/153.17/153.47/153.87
Knoller-Albatros B.I: 22.01/22.02/22.05/22.06/22.08/22.11/22.15/ Phonix D.lla: 422.10 (killed in this aircraft 24 May 1918)
22.19/22.23/22.27/22.28/22.29/22.30/22.31/23 .30
Hansa-Brandenburg C. I: 26.45/27.56/63.02/64.23/64.25/68.19/68.24 (6) Franz Graser
AviatikB.II: 34.07/34.46 Hansa-8randenburg C.I: 29.58/229.20
Albatros D.II (German-Western front): D.1769/16 Albatros D.11 (Oef): 53.13
Hansa-Brandenburg D.I "KD": 65.53/28.09/28.10/28.11/28.13/ Albatros D.III (Oef): 53.27/153.09/153.13/153.44/153.61/153.106/
28.15/28.39/28.40/28.41/28.57/28.65/28.67/28.69 153.110/153.111/153.144/153.221(Killed in this aircraft 17 May
Aviatik D.I: 38.02 1918)
Albatros D .111(Oef): 53.27/153.04//153.06/153.10/153.12/153.45/
(7) Eugen Bonsch
153.52/153.137/153.206/153.209
Albatros D.III (Oef): 53.57/153.31/153.34/153.35/153.37/153.38/
153.46/153.63/153.132/153.140/153.155/153.211/153.213/153.214/
(2) Julius Arigi 253.24/253.31/253.37
Lohner B.II "C": 12.11
Lohner B.VII ")": 17.19 (8) Stefan Fejes
Lloyd C.I: 41.02 Hansa-8randenburg C.I: 29.09/29.63
Hansa-Brandenburg C.I: 61.64 Albatros D.11I (Oef): 153.128/153.132/153.H0/153.142/153.155/
Hansa-Brandenburg D.I "KD": 28.06/28.08 253.54/253.55
Aviatik D.I: 238.30/238.51/338.01/338.02
(9) Ernst Strohschneider
Albatros D.I11(Oef): 53.30/153.15/153.36/153.80
Lloyd C. I I I: 43.61
Hansa-8randenburg D.I "KD": 28.08
(3) BennoFiala
Albatros D.11I (Oef): 153.111/153.119
Hansa-Brandenburg C.I (prototype): 20.09
Phonix D.I: 228.30 (Killed in this aircraft 21 March 1918)
Albatros 8.1: 21.11/21.13
Knoller-Albatros 8.1: 22.01/22.27/AI batros "1 "/Albatros (10) Adolf Heyrowsky
"7"/Albatros "12"/Albatros "13"/Albatros "29" Hansa-8randenburg C.I (prototypes): 20.08/20.09
Hansa-8randenburg C. I: 26.08/61.04/61.52/61.55 Albatros 8.1: 24.04/24.06124.08
Hansa-8randenburg D.I "KD": 28.33/28.38/28.40/28.66 Knoller-Albatros 8.1: 24.54
Albatros D.11I (Oef): 153.77/153.120/153.128/153.141/153.142/ Hansa-8randenbu rg C. I: 26.07/29.61/29.63/29.64/129.60/61.12/
153.155/153.211/153.270/253.24/253.54/253.55 61.52/61.53/61.55/61.61/61.72
Fokker A.Ill: 03.42
(4) FrankLinke-Crawford
Aviatik C.I: 37.08 (11) Kurt Gruber
Hansa-Brandenburg C.I: 27.08/29.15/69.11/69.23/229.08 Knoller-Albatros 8.1: 22.30
Hansa-Brandenburg D.I "KD": 28.02/28.13/28.15/28.30/28.38/ Hansa-8randenburg D.I "KD": 28.14
28.40/28.44/28.65 Albatros D.11I (Oef): 53.60
Albatros D.11I (Oef): 153.04/153.11/153.16 Phonix D.I: 228.18/228.24 (Killed in this aircraft 4 April 1918)

263
 (12) Franz Rudorfer (17) Georg Kenzian
Albatros D.11I (Oef): 153.141/253.122/253.124 Hansa-Brandenburg C.I: 26.29/29.62/61.18/61.23
Albatros D.III (Oef): 153.27/153.107
(13) Friedrich Navratil Phonix D.lla: 422.26
Oeffag C.II: 52.11/52.58
Lloyd C.V: 46.24/82.20 (18) Karl Kaszala
Hansa-Brandenbu rg C. I: 27.29/64.42/68.12/69.34/269.23/269.27 Hansa-Brandenburg 8.1: 05.32
Albatros D.11I (Oef): 153.37/153.85/153.112/153.137/153.146/ Hansa-Brandenburg C.I: 63.23
153.156/153.157/153.198/153.206/153 .207/153.208/153.209/153. Hansa-Brandenburg D.I "KD": 28.11/28.13
234/153.246/253.06/253.09/253.116
(19) Heinrich Kostrba
Knoller-Albatros 8.1: 24.57
Hansa-Brandenburg C.I: 26.09
(14) Raoul Stojsavljevic
Fokker A.Ill (Eindecker): 03.51/03.52
Hansa-Brandenburg C.I: 64.13/64.14/68.11
Hansa-Brandenburg D.I "KD": 28.30/65.68 (20) Alexander Tahy
Fokker 8.111:04.15
Hansa-Brandenburg C.I: 27.77
Albatros D.11I(Oef): 153.127/153.69(Died in this aircraft 7 March
(15) Gottfried Banfield 1918)
Donnet-Leveque: "10"
Type E Flying Boats: E-18/E-19/E-20/E-21/E-35/E-36/E-38 (21) Ferdinand Udvardy
Type L Flying Boats: L-5/L-46/L-47/L-64/L-75/L-85/L-86/L-97/L-120/ Hansa-Brandenburg D.I. "KD": 28.42
L-140 Albatros D.III (Oef): 153.42/153.165
Type K Flying Boats: K-150/K-173/K-212/K-221/K-366/K-371/K-382/
K-393 (22) Josef Friedrich
Type G Flying Boats: G-1 Hansa-Brandenburg C. I: 64.13/64.14/68.11/68.59
Type S Flying Boats: s53 Albatros D.I11(Oef): 53.29/53.33/53.37/53.38/153.56/153.97/153.159/
Fokker A.Ill (Eindecker): A6. 153.160
Phonix D.I: A-101/A-108 (J-10)
Albatros Fighter Boat: A3. (23) Ludwig Hautzmayer
Hansa-Brandenburg "CC": A-12/A-15/A-24/A-36 Hansa-Brandenburg C.I (prototype): 20.09
Hansa-Brandenburg W.18: A-67/A-82/A-83 Knoller-Albatros 8.1: 23.06/23.09/23.10l23.12/23.15
Phonix Fighter Boats: A-120/A-128 Albatros 8.1: 24.12124.21
Special Flying Boats: Lohner "M" serial L-16/Oeffag "H" serial Hansa-Brandenbu rg C. I: 26.07/26.08/29.51/29.61/29.63/29.64/
A-11 129.42/129.60/61.04/61.12/61.52/61.53/61.55/61.61/61.72/63.64/68.32
69.81/269.61/369.08/369.42
(16) Otto Jindra Fokker A.I I I (Eindecker): 03.42/03.51/03.52
Hansa-Brandenburg B.I: 05.02/05.12105.14/05.30/05.32/05.33/05.34 Hansa-Brandenburg D.I "KD": 28.03/65.53/65.59
Albatros 8.1: 21.27/21.29 Albatros D. I I I (Oef):53.62/153.32/153.63/153.69/153.78/153.106/
Knol ler-AI batros B. I: 22.01/22.02/22.05/22.06/22.15/22.22/22.23/ 153.110/153.111/153.117/153.119/153.128/153.132/153.142/
22.28/22.29/22.31/Albatros "14" 153.143/153.145/153.181/153.220/153.223/253.26
Aivatik 8.11: 34.07
Lloyd C.11I: 43.06/43.86
Hansa-Brandenbu rg C. I: 27.38/27.79/63.02/63.05/63.06/63.13/63.21/
63.23/63.31/64.17/64.23/67.26/67.27/67 .30/67.35/67.51/69.71

264
(24) Otto Jager (31) Franz Peter
Knoller-Albatros B.I: 22.10/22.31 Albatros D.III (Oef): 253.04/253.05
Hansa-Brandenburg C.I: 64.15
Albatros D.11I(Oef): 53.45/153.14 (Killed in this aircraft 19 August (32) JosefPurer
1917) Hansa-Brandenburg C.I: 29.63/29.64/68.32
Albatros D.11I(Oef): 153.234 (Killed in this aircraft 31 August 1918)
(25) Josefvon Maier
Lohner ")" B.V.: "Bellona" (33) Roman Schmidt
Albatros D.I11 (Oef): 153.64 Lloyd C.V: 46.01/82.20
Oeffag C.II: 52.58
(26) JohannRisztics Hansa-Brandenburg C.I: 64.42/67.03/68.12/69.34
Hansa-Brandenburg D.I "KD": 28.23/28.58 Phon ix D. I: 128.12/228.47/228.49/328.32
Phonix D.lla: 422.32
(27) AndreasDombrowski
Lloyd C.11I:43.84 (34) Rudolf Weber
Hansa-Brandenburg C.I: 26.34/26.37/26.44/26.47/27.01/27.15/27.30/ Hansa-Brandenburg C.I: 26.21/26.22/26.23/26.24/61.07
27.85/61.62/63.27/63.65/64.26/64.40/64.56/67.34/67.47/68.41/69.54/ Oeffag C.I: 51.07/51.10
69.58/69.90/429.36
Albatros D .111(Oef): 53.24/153.195 (35) JuliusBusa
Aviatik B.11: 34.07
(28) JohannFrint Lloyd C.11: 42.45
Lloyd C.I11:43.56/43.60/43.69/43.72 Hansa-Brandenburg C.I: 26.59/26.60/69.09/129.20 (Killed in this
Lloyd C.V: 82.22/82.36 aircraft 13 May 1917.)
Hansa-Brandenburg C. I: 26.09/26.15/26.45/26.46/169.01/169.05/
169.06 (36) Friedrich Hefty
Albatros D.11I(Oef): 53.45/53.46 (Killed in this aircraft 25 February Fokker B.I: 03.09/03.40
1918) Lohner B.IV: 15.51/15.56
Lohner "J" B.VII: 17.43/17.46
(29) AlexanderKasza Albatros B.I: 24.01/24.02124.06/24.07/24.08/24.19/24.20
Albatros D.III (Oef): 153.19/153.40 Knoller-Albatros B.I: 24.61
Phonix D.lla: 422.14 Aviatik B.II: 34.28
Hansa-Brandenburg C.I: 27.43/61.04/61.08/61.12/61.15/69.22/69.26/
(30) Karl Nikitsch 69.28/69.33/69.61/69.62/69.79
Fokker B.I (Fokker designation M.10E): 03.15 Aviatik D.I: 38.04/38.10/138.99
Hansa-Brandenburg B.I: 05.20 Albatros D. II I (Oef): 53.21/153.03/153.09/153.44/153.58/153. 90/
Lohner "E" B.III: 14.58 153.122/153.166/153.168/153.169/153.203/153.223/153.265/253.51/
Knoller-Albatros B.I: 22.04 253.56/253.64/253.71
AviatikB.I I: 32.07/32.08/32.13/32.25/32.30/32.42/34.04/34.07/34.08/
34.11/34.13 (37) JuliusKowalczik
Hansa-Brandenburg C.I: 67.12/67.16/67.19/67.38/67.46/67.48/67.54/ Hansa-Brandenburg C.I: 61.18/29.71
~9.35/69.53/129.47/329.35 Albatros D.II (Oef): 53.02
Hansa-Brandenburg D.I. "KD": 28.29/28.47 Albatros D.11I (Oef): 53.33
Albatros D.I11 (Oef): 53.24/53.25/53.41/153.71
(38) Franz Lahner
Albatros D.I11 (Oef): 153.19/153.70/153.158/153.185

265
 (39) Friedrich Lang (48) Karl Urban
Lohner Type T1: L-131 Knoller-Albatros B.I: 22.10
Phonix D.I: A-115/A-117 Hansa-Brandenburg C.I: 64.15
Phonix D.I: 228.19
(40) Johann Lasi Al batros D .111(Oef): 153.49
Hansa-Brandenburg C.I: 61.64 Phonix D.11(prototype): 20.22 (Killed in this aircraft 12 July 1918)

(41) Bela Macourek (49) Franz Wognar

Hansa-Brandenburg C.I: 129.46
Aviatik D.I: 238.29/238.35/338.02
(42) Kurt Nachod
Hansa-Brandenburg B.I: 05.11/05.12105.21/05.28/05.29
Albatros B.I: 21.20/21.21
Knoller-Albatros B.I: 22.14/22.18/22.19!22.20
Aviatik B.I11: 33.03/33.11/33.14
Hansa-Brandenbu rg C. I: 26.54/26.61/26.64/27.06/27.13/29.11/
129.36/129.38/229.25/329.08/329.23/63.15/63.22/63.24/69.05/69.06/
69.10/69.39/269.32 (Fatally injured in this aircraft 9 May 1918)
Albatros B.I: 24.09/24.13/24.19!24.20
Knoller-Albatros B.I: 24.55/24.56
Lloyd C.III: 43.58/43.64/43.65/43.66
Hansa-Brandenburg C.I: 26.01/26.03/26.28/26.31/27.38/27.53/27.58/
27.64/27.68/29.59/29.66/29.69/29.75/61.14/61.58/229.20/229.26/
229.31/329.07/329.26/369.25
Albatros D.I11 (Oef): 53.64

(43) Augustin Novak

Lloyd C.11I: 43.51
Hansa-Brandenbu rg C.I: 27.01/129.47/329.35/67.16/67.38/67.47/
67.52/67.54/68.31/69.16/69.18/69.35/69.53/69.80

(44) Karl Patzelt

Hansa-Brandenburg C.I: 26.44/26.47/69.61
Phonix D.I: 228.22
Albatros D.11I (Oef): 153.182 (Killed in this aircraft 4 May 1918)

(45) Alois Rodlauer

Aviatik D.I: 115.23

(46) Rudolf Szepessy-Sokoll

Lohner "J" B.VII: 17.36
Albatros D.11 (Oef): 53.11
Albatros D.III (Oef): 53.45/153.54

(47) Karl Teichmann

Phonix D.I: 228.25
Phonix D.lla: 422.30

266
 APPENDIX IV

The Aces' Victories by Aircrew Role

Fighter Two-Seater Aerial

Name Pilot Pilot Gunner Total Comments
Godwin Brumowski 31 1 3 35
Julius Arigi 25 7 32
Benno Fiala 26 2 28
Frank Linke-Crawford 27 27 KIA July 1918
Josef Kiss 16 3 19 KIA May 1918
Franz Graser 16 2 18 KIA May 1918
Eugen Bonsch 16 16
Stefan Fejes 11 5 16
Ernst Strohschneider 15 15 KIFA March 1918
Adolf Heyrowsky 1 11 12
Kurt Gruber 8 3 11 KIA April 1918
Franz Rudorfer 10 1 11
Friedrich Navrati I 10 10
Raoul Stojsavljevic 5 5 10
Gottfried Banfield 8 1 9
Otto Jindra 6 3 9
Georg Kenzian 7 2 9
Karl Kaszala 5 3 8
Heinrich Kostrba 3 5 8
Alexander Tahy 3 5 8 KIFA March 1918
Ferdinand Udvardy 8 8
Josef Friedrich 2 1 4 7
Ludwig Hautzmayer 6 1 7
Otto Jager 2 5 7 KIA August 1917
Josefvon Maier 7 7
Johann Risztics 7 7
Andreas Dombrowski 1 5 6
Johann Frint 6 6 KIFA February 1918
Alexander Kasza 6 6
Karl Nikitsch 6 6
Franz Peter 6 6
Josef Purer 6 6 KIA August 1918
Roman Schmidt 3 3 6
Rudolf Weber 1 4 1 6
Julius Busa 5 5 KIA May 1917*
Friedrich Hefty 4 1 5
Julius Kowalczik 2 3 5
Franz Lahner 5 5
Friedrich Lang 3 2 5
Johann Lasi 5 5
Bela Macourek 4 1 5
Kurt Nachod 5 5 KIFA May 1918
Augustin Novak 5 5
Karl Patzelt 3 2 5 KIA May 1918
Alois Rodlauer 5 5
Rudolf Szepessy-Sokoll 4 1 5 KIA Nov 1917*
Karl Teichmann 5 5
Karl Urban 1 4 5 KIFA July 1918
Franz Wognar 5 5

Notes
KIA = Killed in Action
KIFA • Killed in Flying Accident
• • Shot down by Italian Ace of Aces Francesco Baracca

26 of the 49 aces scored 5 or more victories as single-seat fighter pilots.

10were credited with 5 or more victories as pilots of two-seater aircraft, alone or in conjunction with their gunners.
6 were credited with 5 or more victories as gunners in two-seater aircraft.
Brumowski,Friedrich, and Weber were credited with victories in all three categories: as gunner, two-seater pilot and fighter pilot.
9 of the 49 were killed in action. (18.4%)
5 of the 49 were killed in flying accidents. (10.2%)
14of the 49 were killed during the war. (28.6%)

267
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APPENDIX V

The Aces' Victory Lists

BRUMOWSKI, GODWIN

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
1 12/4/16 1 Knoller-Albatros 8.1 lszkowcy, north Russian Morane- Pilot severely Spies of the XI •Followed bombing
22.23 of Chotin Saulnier Parasol wounded Armee Korps of parade for Tsar
(Pilot: Hptm. Otto wrecked in crash Nicholas II
Jindra) •Jindra's 6th V/C
2 12/4/16 1 Same West of Chotin Same Pilot injured Same Jindra's 7th V/C
3 2/5/16 1 Knoller;Albatros 8.1 Lysskowcy in, Russian Morane- Crew severely •Spies of XI Armee •Time: 0945 hrs.
22.30 enemy territory Saulnier Parasol injured in forced Korps •Gruber's 2nd V/C
(Pilot: Zugs. Kurt monoplane landing •Hungarian Infantry
Gruber) Reg. Nr. 305
4 3/12/16 12 KD 65.53 East of Mavhinje Italian Caproni Ca 1, Ten. C. Mazzoni (pilot) Landed on Austro- •lsonzo Front
1233 (1A Squadriglia da Ten. M. Borra (pilot) Hungarian territory •Time: afternoon
Bombardamento Ten. L. Guzzanti (obs.) •Shared with Lschlt.
of IV Gruppo) Caporale 0. Castoldi Gottfried Banfield in
(MG) (All POW) A.12 (8th V/C) and
Zugs. Karl Cislaghi of
Flik 28 (2nd V/C)
5 2/1/17 12 H. Brandenberg C.I Near Lake Doberdo, Italian Farman Stoluft der 5th Armee •Time: afternoon
68.24 behind enemy lines 2-seater forced to land •Gyorffy's 1st V/C
(Obs: Obit. Julius
Gyorffy von Telekes)
6 10/5/17 41) KD 28.10 Monfalcone in Italian Voisin Pilot possibly Stoluft der 5th Armee
enemy territory 2-seater forced to land Sottoten. Luigi Torre
(Possibly 43A Sq.)
N/C 12/5/17 41) KD-28.10 Enemy territory Italian Farman None
2-seater forced down
7 12/5/17 41) Same Enemy territory Italian Nieuport fighter Confirmed
crashed.
N/C 13/5/17 41) KD 28.11 Enemy territory Twin-engine Voisin None
2-seater forced down
8 ..20/5/17 41) KD 28.10 Monte Santo, behind SPAD 2-seater with· Ten. R. Fougier (pilot) Stoluft der 5th Armee •Time: 1030 hrs.
enemy lines French cockades (Wounded) •Shared with Karl
forced to land Ten. U. Chiara (obs.) Kaszala (5th V/C)
 KO 28.57 Crashed In lsonzo Twin-engine Voisin Ten. L. Vldotto (pilot) •Flugwache II Shared with Zugs.
9 17/7/17 41J
River, 2-seater, in flames Ten. F. Silvestri (obs.) •Feldartillerie- Ferdinand Jaschek in
enemy .territory (Wounded) Brigade Nr_ 58 KD 28.44 (2nd V/C) and.
•I nfanterie Div. Josef Novak in
Nr. 24 KD 28.33 (2nd V/C)

10 10/8/17 41) KD 28.69 Chiapovano, in Italian Nieuport fighter XV Korpskommando Brumowski's first
enemy territory landed with victory in 28.69,
dead engine. his favorite KD

11 11/8/17 41) KD 28.57 Plava, in Italian Caudron 2-seater •XV Korpskommando Shared with Zugs.
enemy territory in flames •Abschnittskommando II Ferdinand Jaschek
•Infantry reports (3rd V/C)

12 11/8/17 41) KD 28.69 West of Plava, in Caudron 2-seater Possible crew: Infantry reports Time: 2000 hrs.
enemy territory in flames Serg. M. Musumeci
(pilot)
Ten. F. Forti (obs.)

13 14/8/17 41) KD 28.69 Near Grado Italian single-seat Infantry reports

seaplane in flames

N/C 14/8/17 41) Same Same Italian single-seat None

seaplane forced to land

N/C 18/8/17 41) KD 28.69 Monte Santo, behind Italian Caudron None
enemy lines 2-seater forced to land

14 18/8/17 41) Same Same Caudron 2-seater Possible crew: Confirmed

forced to land Ten. A. Piero (pilot)
Cap. 0. Multi (obs.)

N/C 19/8/17 41) KD 28:69 Enemy territory Italian single-seat Possible pilot: None
seaplane forced to land Ten. F. Porro
(Wounded)

N/C 19/8/17 41) Same Same Same None

15 19/8/17 41) Albatros D.I11 (Oef) Karbinje-lvangrad Caudron 2-seater Possible crew: Own territory Brumowski's first
153.06 crashed in flames. Ten. T. Lacava (pilot) Albatros victory
Ten. C. Poccianti (obs.)
(Both KIA)

16 20/8/17 41) Albatros D.III (Oef) San Giovanni- Italian Caudron Stoluft der Shared with Zugs.
153.06 Monfalcone, in 2-seater lsonzo Armee Hermann Richter in
enemy territory KD 28.40 (1st V/C) and
Korp. Heinrich
Mayrbaurl in KD 28.65
(1st V/C)

17 20/8/17 41) KD 28.69 Near Vertojba, Caudron 2-seater Possible crew: Infantry reports Shared with Zugs.
in enemy territory (Possibly a Savoia- Serg. C. Fusar Poli (pilot) Ferdinand Jascheck
Pomilio of 35A Sq.) Ten. U. Nistri (obs.) (4th V/C)

18 21/8/17 41) KD 28.69 Monte Santo, behind N ieu port fighter Possible crew: Ground observers Shared with Obit.
enemy lines was also with a Caudron Ten. A. Pierro (pilot) Frank Linke-
which could have Cap. 0. Mutti (obs.) Crawford (1st V/C)
been the actual
victim.)

19 22/8/17 41) KD 28.69 Gorizia Savoia-Pomilio Arti Ilery reports Shared with Obit.
2-seater forced to land Frank Linke-Crawford
(2nd V/C)
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Brumowski continued . ..

20 23/8/17 41) KD 28.69 Bate, in own territory Savoia-Pomilio 2-seater Se~g.E. Malaspina (pilot) Captured aicraft •Time: 1040 hrs.
forced to land 45 and Ten. P. and crew •Shared with Linke-
(29A and 45A Sq.) Mazzarino (obs.), Crawford (3rd V/C) and
29A Sq. (Both POW) Korp. Heinrich
Mayrbaurl in KD 28.65
(2nd V/C)

N/C 25/8/17 41) KD 28.69 Enemy territory Sopwith 2-seater Observer dead or None Shared with
severely wounded Linke-Crawford

21 26/8/17 41J KD 28.69 Monte San Gabriele, Italian SPAD fighter Koluft der Shared with
in enemy territory lsonzo Armee Linke-Crawford
(4th V/C)

N/C 28/8/17 41) KD 28.69 Enemy territory Savoia-Pomilio Possible crew: None Brumowski scored 12
2-seater forced to land Serg. D. Ernesti (pilot) confirmed and
Ten. A. Piacentino (obs.) 6 unconfirmed
(Both KIA) victories in
August 1917.

22 9/10/17 41J Albatros D.III (Oef) Isola Morosini, in Balloon in flames Tenente Guido •Infantry reports •Time: 1700 hrs.
153.45 the Sbobba estuary (20A Sezione) Vendittelli parachuted. •Koluft der 1st •Shared with Linke-
lsonzo Armee Crawford (6th V/C) and
Stabs. Ku rt Gruber
(5th V/C)

23 5/11/17 41) Albatros D.I11 (Oef) West of Latisana Macchi L-3 2-seater Ten. di Vase. Koluft der 1st Shared with Linke-
153.45 flying boat forced A. Defilippis (pilot) lsonzo Armee Crawford (8th V/C) and
down and destroyed and Ten. di Vase. Obit. Rudolf Szepessy
(259A Sq.) F. Cappa (obs.) Sokoll (4th V/C)
(Both KIA)

24 5/11/17 41) Same Baseleghe, west of Macchi L-3 2-seater Marinaio pilota Same Shared with Linke-
Latisana flying boat crashed Lorenzo Bruzzone and Crawford (9th V/C) and
in a canal (259A Sq.) Sottotenente di Vascello Szepessy-Sokoll
osservatore Luigi D'Orso (5th V/C)
(Both rescued)

25 17/11/17 41) Albatros D.III (Oef) Lagoon, near the Balloon Parachuted •Ground troops
153.45 mouth of the •1st lsonzo Armee
Piave River report

26 23/11/17 41) Albatros D.I11 (Oef) Mouth of Piave River, Nieuport fighter forced Pilot possibly •Infantry reports Shared with Linke-
153.45 near Cortelazzo in to }and (Possibly Ten. Giorgio Pessi, •Koluft der 1st Crawford (10th V/C)
enemy territory 91 Sq.) 6 victories, lsonzo Armee
("Giuliano Parvis")

27 23/11/17 41J Same Same Nieuport fighter forced Same Shared with Linke-
to land Crawford (11th V/C)

28 28/11/17 41) Albatros D.I1I (Oef) Casa Serpo, Savoia-Pomilio Koluft der 1st Shared with Stabs.
153.52 in enemy territory 2-seater (Possibly lsonzo Armee Karl Kaszala (6th V/C)
114A Sq.)

29 13/12/17 41) Albatros D.III (Oef) Near Meolo, Balloon in flames •Ground observers Shared with Linke-
153.52 in enemy territory •Infantry reports Crawford (13th V/C)
and Karl Kaszala
(8th V/C)
 30 25/3118 41J Albatros 0.111 (Oef) South of Oderzo, SIA-7b 2-seater N. Pasut (pilot) Own territory
153.45 in enemy territory in flames Ten. 0. Jaletti (obs.)
(Both KIA)
31 17/4/18 41) Albatros D.11I (Oef) Arcade, in enemy Sopwith single-seater Possible pilot: Front reports Shared with Obit.
153.45 territory (Possibly Camel 86342 Lt. W. C. Hargrave Friedrich Navratil
of 28 Sqn. RAF) (KIA) (1st V/C)

32 16/6/18 41) Albatros D.III (Oef) Spresiano, in enemy Balloon in flames Possible observer: Luftabwehrkanonen-
153.209 territory (Possibly 3° Gruppo) Cap. V. Morpurgo batterie 16
(Parachuted)

33 19/6/18 41) Albatros D.III (Oef) Near Passarella in Balloon in flames Possible observer: •lnfanterie Div. Nr. 14 Time: 1545 hrs.
153.209 the Val Grassabo, (Possibly 1l Sezione) Ten. M. Zanini •Flik 19D
in enemy territory
34 19/6/18 41) Same Comtee, south of ltal ian recon. 2-seater Possible crew: Luftabwehrkanonen- Shared with Obit.
Candelu, in enemy in flames Sottoten. C. Scavini batterie 7 Rupert Terk (CO
territory (Possibly 39A Sq.) (pilot) Flik 63)) in an
Tenente M. Baltramolli Albatros D.III
(obs.) (Both KIA) (2nd V/C)
35 20/6/18 41) Albatros D.III (Oef) Montello Italian Ansaldo SVA-5 •Koluft der 1st lsonzo Brumowski's aircraft
153.209 Armee hit 37 times
•Zugs. Proksch of
Flik 42)

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ARIGI, JULIUS

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
1 22/8/16 6 H. Brandenburg General area of Five Italian Farman Multiple witnesses For details, see list of
2 C.I 61.64 Skumbi R. estuary on 2-seaters of the 34A Johann Lasi MC 1-5).
3 (Observer-gunner Adriatic coast of Albania Squadriglia downed
4 Feldwebel between 0730 and
0800 hrs.
5 Johann Lasi)

6 4/9/16 6 H. Brandenburg Fjeri, on own territory Italian Farman Sergente pilota (name Captured •Time: morning
C.I 61.64 2-seater forced to unknown) was •Arigi was listed
(Obs: Lt. Fabian land and captured wounded. Capitano by name in the Austro-
Lukas-Sluja) osservatore Dr. Fausto Hungarian Army
Pesci was killed. Pesci Report, the first such
was CO of 34A Sq. and mention ever for an
was aboard one of the NCO pilot.
Farmans downed by •Sluja's 1st V/C
Arigi 22/8116.
7 18/9/16 6 H. Brandenburg Arta, just behind Italian Caproni Flik 6 reports •Time: morning
C.I 61.64 enemy lines bomber forced •Renvez's 1st V/C
(Obs: Kadett Viktor to land
Karl Renvez)
8 24/4/17 FI.G.1 KD 28.06 Farra Italian Voisin 2-seater Pilot possibly Flugwache II •lsonzo Front (Italy)
forced to land Tenente Federico •FI.G.1 =
Bazzi Fluggeschwader 1
9 3/5/17 FI.G.1 KD 28.06 Nogaredo, behind Italian Farman Korp. Josef Bangerl, Confirmation by
enemy lines 2-seater Lt. Ernst Pirnos; crew testimony and by
of H. Brand. C.I 129.39, photographs taken
which Arigi was with a reconnaissance
escorting camera
10 4/5/17 FI.G.1 KD 28.06 North of Podgera, Italian Farman •Artillery reports Time: 1700 hrs.
behind enemy lines 2-seater •Stoluft der
5th Armee
11 14/5/17 FI.G.1 KD 28.08 Gradiscutta, behind Italian Farman Pilot possibly Stoluft der
enemy lines 2-seater crashed Sergente Tommaso 5th Armee
in flames. Masala
12 15/5/17 FI.G.1 KD 28.08 San Canziano- Italian Voisin Stoluft der
Bestrigna 2-seater 5th Armee
13 15/9/17 SS) Albatros D.I11(Oef) Merna SPAD fighter Feldartillerie- lsonzo Front (Italy)
153.15 (SEof Gorizia) forced to land Brigade Nr. 16
14 29/9/17 SS) Albatros D.I11(Oef) Tolmein Nieuport fighter Confirmed
153.36 forced to land
 15 1Sf11f17 55J Albatros D.111 (Oef) Monte Clmano Capronl bomber Among the Capronl •Koluft der V/C 15--17 scored with
153.36 crews killed this 11th Armee Hptm. Josef von Maier
date were: •Gruppenkommando (1st & 2nd V/C) and
Capitano A. Vischioni FML Kletter Stabs. Josef Kiss
Sottotenente G. Lisa •Flak Batterie (8th & 9th V/C). Two
Tenente Piero Bassi Capronis fell in flames
Sergente Guido Colli while the third was
Soldato Natale Cocce forced to land. For this
Soldato C. Tagliabue action, SfTen. Gino Lisa
Soldato E. Saletta was awarded Italy's
(Vischioni, Lisa and highest decoration-the
Saletta were crew of Gold Medal for
3
CA 2371.) Military Valor.

16 15/11/17 55) Same Monte Summano, Caproni bomber

north of Bassano

17 15/11/17 55) Same Near Asiago Caproni bomber

18 17/11/17 55) Albatros 0.111(Oef) Southeast of Asiago Italian Savoia-Pomilio •Koluft der V/C 18-20 were scored
153.36 2-seater, in flames 11th Armee with Hptm. Josef
•Gruppenkommando von Maier
FML Kletter (3rd & 4th V/C)and
Stabs.
•Flak Batterie Josef Kiss (10th V/C).
19 17/11/17 55) Same Southeast of Asiago Italian SAML 2-seater, in Possible crew Same
flames (Possibly (Both killed):
115' Sq.) Capitano Lodovico
Castiglione (pilot);
Tenente U. Benvegnu-
Pasini (obs.)
20 17/11/17 55) Same Over Cima Ecker SAML 2-seater in flames Observer possibly Same
(Possibly 11l Sq.) Ten. Spartaco Rossi
21 18/11/17 55J Albatros D.11I(Oef) Monte Cengio Savoia-Pomilio Possible crew: •Koluft der V/C 21-22 were scored
153.36 2-seater in flames Capitano Luigi Sella 11th Armee with Hptm. Josef
(pilot); Sottotenente •Gruppenkommando von Maier (5th V/C) and
Enrico Silenzi (KIA) FML Kletter Stabs. Josef Kiss
•Flak Batterie (11th & 12th V/C)

22 18/11/17 55J Same North of Arsiero Unknown type Italian Probable crew: Same
aircraft crashed Carabinieri Celso
in flames. Botteghi (pilot); Tenente
Bernardo Ettore (obs.)
(Both KIA)

23 7/12/17 55) Albatros 0.111(Oef) East of Asiago, Pomilio P.E. 2-seater Tenente Ermenegildo Koluft der V/C 23-24 were scored
153.80 behind enemy lines forced to land Laghi (pilot); 11th Armee with Hptm. Josef
(134A Sq.) Sottotenente Ettore von Maier
Bovera (obs.) (6th & 7th V/C) and
Offstv. Josef Kiss
(15th & 16th V/C).
24 7/12/17 55) Same Monte Sprung SAML 2-seater crashed Possible crew: Same
in flames (Possibly Caporale Pasquale
121 Sq.) Ceccarelli (pilot)
and Tenente Edoardo
Velo (obs.) (Both KIA)

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Arigi continued. ..

25 16/12/17 SSJ Albatros D.11I (Oef) Arten, near Feltre, SAML 2-seater Tenente Orazio Koluft der •Time: 1450 hrs.
153.80 on own territory in flames Giannini (obs.) 11th Armee •Scored with Offstv.
(115A Sq.) (Jumped from Josef Kiss (17th V/C)
burning aircraft) and Korp. Franz
NCO Matteo Fabian Lahner (3rd V/C)
(pilot) (Killed in crash)

26 17/4/18 6F Aviatik D.I Singjerc, north of Italian Nieuport fighter Sergente Lorenzo •lnfanterie Div. Nr. 47 •Time: morning
238.30 the Susica River in flames, crashed in Cortesi (Killed) Mentioned by name in •Albanian Front
estuary no-man's land Austro-Hungarian
(BSASq.). Army report
27 27/5/18 6F Aviatik D.I 10 sea miles west of British seaplane sank. •Rescued by torpedo k.u.k. Navy •Time: 1000 hrs.
238.51 Durazzo boats. Observation Station •For victories 27 and
•Lifejacket found 28, Arigi was again
bearing name mentioned by name
"Major Huishlewood" in the Army Report; a
signal honor,
especially for an
NCO pilot.
28 27/5/18 6F Same Same British seaplane. Rescued by torpedo Same
Attempted tow by boat crew
Austro-Hungarian
torpedo boat ended
when enemy aircraft
attacked.
Seaplane sank.
29 24/7/18 1J Unknown 65 sea miles west British DH-4 crashed Observer died or Kommando des k.u.k. •Time: morning
fighter aircraft of Bay of Cattaro in Adriatic. severely wounded Seefliegerkorps •Victory scored with
Fregattenleutnant
Stefan von
Grosschmid (3rd V/C)
in Phonix D.I A.98.
•Flik 1J based at lgalo
Airfield near the Bay
of Cattaro
30 6/8/18 1J Aviatik D.I Near estuary of the Enemy seaplane Probable crew: •k.u.k. Marine •Time: morning
338.02 Skumbi River (Albania) destroyed Tenente Giuseppe Beobachtungsstation For 30th and 31st
Carasso (pilot) and •Flak Batterie victories, Arigi was
Tenente Alberto Livi •Koluft der XIX Korps again named in the
(obs.) (Both KIA) Army Report.
31 6/8/18 1J Same Same Enemy seaplane Rescued by Italian Same
forced to land torpedo boats
32 23/8/18 1J Aviatik D.I 12 km. southwest of British DH-4 Not found Wreckage salvaged by •Time: 0810 hrs.
338.01 Punta d'Ostro crashed at sea: Austro-Hungarian •Victory shared with
in flames torpedo boats Obit. Bela Macourek
(4th V/C)
 FIALA, BENNO

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
N/C 6/6/15 1 Aircraft and pilot Russian Front Russian aircraft None Mentioned in Silver
unknown forced to land Military Merit Medal
citation.

N/C 13/6/15 1 Aircraft and pilot Russian Front Russian aircraft None Same
unknown forced to land

1 29/4/16 19 H. Brandenburg San Daniele, in "Italian battleplane" •Photographs with •Time: morning
C.I 26.08 enemy territory forced to land recon. camera •Hautzmayer's
Pilot: •k.u.k. Army Report 2nd victory
Lt. Ludwig Hautzmayer

2 4/5/16 19 H. Brandenburg Merna, near Gorizia, Italian airship "M4" •Commandante Own territory Time: noon
C.I 61.55 in enemy territory downed in flames Giovanni Pastine and
Pilot: Hptm. Adolf 5 other crew
Heyrowsky members all killed.
•See Heyrowski's
3rd victory.

3 9/8/17 120 KD 28.38 Auzza-Plava-Kolowrat, N ieu port fighter •Aircraft of Flik 42) •Time: 0830 hrs.
behind enemy lines •Stoluft der •Shared with Johann
lsonzo Armee Risztics of Flik 42)
(3rd V/C)

4 10/8/17 12D KD 28.3ll Auzza-Plava, Italian Caproni bomber Abschnittskommando Time: 1930 hrs.
behind enemy lines Ila

5 11/8/17 12D KD 28.38 Plava, in Italian SAML 2-seater Sergente Melchiorre •Abschnittskommando Time: 1930 hrs.
enemy territory crashed. (45' Squadriglia) Cigna (pilot); Tenente Ila
Francesco Allegra •Schi.itzen
(Both KIA) Division Nr. 21

N/C 12/8/17 12D KD 28.38 Selo, behind Italian Caudron 2-seater None
enemy lines crashed in flames.

6 14/8/17 12D KD 28.66 South of Gorizia, Nieuport fighter •Abschnittskommando Time: 0630 hrs.
in enemy territory Ila
•Stoluft der
lsonzo Armee

7 19/8/17 12D KD 28.38 North of Fajti Hrib, Caproni bomber Tenentes G. Orselli, •VII Korpskommando Time: morning
behind enemy lines crashed in flames. P. Gallia and •Stoluft der
F. DaPassano; Sergente lsonzo Armee
G. Mariano

N/C 31/8/17 12D KD 28.38 Behind enemy lines Nieuport forced None
to land

8 25/10/17 12D KD 28.38 South of Monte SPAD fighter crashed Pilot possibly •Own territory Time: afternoon
San Gabriele, in in flames (possibly Tenente Giovanni •Infantry reports
own territory 91A Sq. Sabelli (5 victories)
(KIA)

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Fiala continued. ..

9 30/12/17 56] Albatros D.III (Oef) Near Vecchia, Caproni bomber Capitano M. Pagliano, •Schiitzen Maurizio Pagliano and
153.77 in own territory (1A Sq. di Bombard- Sottoten. Luigi Gori, Division Nr. 13 Luigi Gori were famous
imento) crashed Soldato A. Andri and Italian bomber "aces"
in flames. G. Gaglio
(All KIA)
10 21/1/18 51] Albatros D.I11 (Oef) San Andre di Treviso, Sopwith fighter •lnfanterie Div. Nr. 33
153.128 in enemy territory crashed in flames. •Obit. L. Hautzmayer
•Obit. A. Tahy
11 11/3/18 51] Albatros D.III (Oef) Spresiano, in Sopwith fighter •Obit. L. Hautzmayer
153.128 enemy territory crashed in somersault. •Observer Lt. S. Bastyr,
of Flik 12P
12 13/3/18 51] Albatros D.III (Oef) North of Spresiano, Italian SIA-7B 2-seater •Flik 12P airmen Shared with Obit.
153.128 in enemy territory crashed with bombs •Flik 51] pilots Ludwig Hautzmayer
and fuel exploding. (5th V/C)
13 16/3/18 51] Albatros D.I11 (Oef) Zenson, in Sopwith fighter •Flik 51] pilots •Time: 1140 hrs.
153.128 enemy territory •Stoluft der •Shared with Zugs.
lsonzo Armee Eugen Bonsch
(6th V/C)
14 30/3/18 51] Albatros D.I11 (Oef) Gorgo del Molino, Sopwith Camel B5648 Lt. Alan Jerrard, Own territory Jerrard received the
153.155 in enemy territory 66 Sqn., RAF, forced 12, victories, captured Victoria Cross for
to land this action-the sole
V/C for a Camel pilot.
15 1/5/18 51] Albatros D.11I (Oef) San Biaggio, Sopwith fighter •lnfanterie Div. Nr. 29 Time: 0910 hrs.
153.128 in enemy territory •XVI Korpskommando
16 1/5/18 51] Same North of Povegliano, SIA-7B 2-seater Same Time: 0915 hrs.
in enemy territory
17 1/5/18 51] Same Visnadello Balloon in flames Koluft der lsonzo Time: 1430 hrs.
Armee
18 1/5/18 51] Same San Biaggio Balloon in flames VII Korpskommando •Time: 1430 hrs.
•Shared with Lt.
F. Rudorfer (4th V/C)
19 3/5/18 51] Albatros D.III (Oef) Casa Biazza, SE of SPAD fighter lnfanterie Div. Nr. 58
153.141 Spresiano, in enemy
territory
N/C 3/5/18 51] Same North of Povegliano, Sopwith fighter None
in enemy territory
20 6/6/18 51] Albatros D.11I (Oef) Salettuol-Roncadelle, SPAD fighter •lnfanterie Div. Nr. 33
153.128 in enemy territory •Feldartillerie
Brigade Nr. 29

21 6/6/18 51] Same Noventa di Piave, Sopwith fighter Same Time: evening
in enemy territory
22 15/6/18 51] Albatros D.I11 (Oef) Breda di Piave Balloon in flames lnfanterie Div. Nr. 33
153.270
 Italian photo-recon. Luftabwehrbatterle Tlme:1830 hrs.
29 1Mi/"18 51J Atbatros D. Ill (Oef) South of San Blaglo,
1S3.270 In enemy territory single-seater, In flames Nr. 4

Albatros D.11I (Oef) Montello Italian fighter, in flames Possible pilot: Luftabwehrbatterie
24 20/6/18 51J
153.270 (Possibly 81'• Sq.) Sergente Antonio Nava Nr. 24
(KIA)

20/6/18 51J Same Montello Italian recon. 2-seater Same Victories 24-26
25
in flames occurred during the
so-called "Air Battle
Over the Montello".

26 20/6/18 51] Same Near Susegana Italian recon. 2-seater Same

in flames

27 30/7/18 51] Albatros D.11I (Oef) Passarella, Enemy fighter •lnfanterie Divs. 14 &
58
153.270 in enemy territory (Bristol F.2b?) •Schutzen Div. 46

28 20/8/18 51] Albatros D.11I (Oef) Cessalto, south of Italian Ansaldo recon. Killed lnfanterie Div. Nr. 9
253.55 Papadopoli Island aircraft

t...l
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LINKE-CRAWFORD, FRANK

Vic. No. Date Flik Aircraft Flown Place EnemyA/C (Squadron) EnemyCrew Confirmation Comments
1 21/8/17 41) KD 28.40 Monte Santo, Italian Nieuport fighter Possible crew: Ground observers Shared with Hptm.
behind enemy lines (Combat also involved Ten. Achille Pierro (pilot) Godwin Brumowski
a Caudron, which may and Capt. Ottorino (18th V/0
have been the actual Mutti (obs.)
victim.)

2 22/8/17 41) KD 28.40 Gorizia Italian Savoia-Pomilio Artillery reports Shared with Hptm.
2-seater forced to land Godwin Brumowski
(19th V/0
3 23/8/17 41) KD 28.40 Bate, in own territory Savoia-Pomilio 2-seater, Serg. E. Malaspina (pilot), Captured aircraft Shared with Hptm.
forced to land 41 Sq. and Ten. P. and crew Godwin Brumowski
and captured Mazzarino (obs.), 29A (20th V/0 and Korp.
(Both POW) Heinrich Mayrbaurl,
in KD 28.65 (2nd V/0
N/C "15/8/17 41) KD 28.40 Enemy territory Sopwith 2-seater Observer dead or None Shared with Hptm.
severely wounded Godwin Brumowski
4 26/8/17 41) KD 28.40 Monte San Gabriele, Italian SPAD fighter Koluft der Shared with Hptm.
in enemy territory lsonzo Armee Godwin Brumowski (21st
V/0
5 23/9/17 41) AlbatroS' D.I11(Oef) Nabresina Italian seaplane Secondo Capo •Navy reports •Time: afternoon
153.04 (Gulf of Trieste) crashed in Adriatic Luigi Zoni (pilot) (KIA) •Stoluft der 1st •The seaplane sank
in flames lsonzo Armee during an attempt by
Italian torpedo boats
to tow it.
6 9/10/17 41) Albatros D.I11(Oef) Isola Morosini, in Balloon in flames Ten. Guido Vendittelli •Ground observers •Time: 1700 hrs.
153.04 Sbobba estuary, (20" Sezione) parachuted. •Stoluft der 1st •Shared with Hptm.
in enemy territory lsonzo Armee Godwin Brumowski
(22nd V/C) and Stabs.
Kurt Gruber (5thV/C)
7 23/10/17 41) Albatros D.111(Oef) Comen (Hermada), Savoia-Pomilio 2-seater Possible crew: Own territory Time: 1630 hrs.
153.11 in own territory in flames (Possibly 38A Ten. I. Burello (pilot) and
Squadriglia) Ten. S. D'Audino (obs.)
(Both KIA)
8 5/11/17 41) Albatros D.11I(Oef) West of Latisana Macchi L-3 flying boat, Ten. di Vase. Koluft der 1st Shared with Hptm.
153.11 forced to land A. Defilippis (pilot) lsonzo Armee Godwin Brumowski
and destroyed and Ten. di Vase. (23rd V/0 and Obit.
(259ASq.) F. Cappa (Both KIA) Rudolf Szepessy-Sokoll
(4th V/0
9 5/11/17 41) Same Baseleghe, west of Macchi L-3 flying boat, Marinaio pilota Same Shared with Hptm.
Latisana crashed in a canal Lorenzo Bruzzone and Godwin Brumowski
(259ASq.) Sottotenente di Vase. (24th V/0 and Szepessy-
osservatore Luigi D'Orso Sokoll (5th V/0
(Both rescued)
10 23/11/17 41) Albatros D.111(Oef) Cortelazzo, near Nieuport fighter Pilot possibly •Infantry reports Shared with Hptm.
153.11 mouth of Piave River forced to land Giorgio Pessi •Koluft der 1st Godwin Brumowski
(Possibly 91A Sq.) (6 victories) lsonzo Armee (26th V/0
 23/11117 Same Cortelazzo, near Nleuport fighter Same Brumowski's 27th V/C
11 41I
mouth of Piave River forced to land
12 10/12/17 41J Albatros D.I11(Oef) Monastier di Treviso, Sopwith fighter Infantry reports Shared with Stabs.
153.16 in enemy territory marked with "L" Karl Kaszala (7th V/0

13 13/12/17 41) Albatros D.I11(Oef) Meolo, Balloon in flames •Ground observers Shared with Hptm.
153.16 in enemy territory •Infantry reports Godwin Brumowski
(29th V/0 and Stabs.
Karl Kaszala (8th V/0
14 10/1/18 60) Phonix D.I 228.16 Valstagna, just Sopwith 2-seater Possible crew: •Koluft der 11th Armee Shared with
behind enemy lines (Possibly SAML 2-seater Sergente U. Lenzi (pilot) •Korpskommando Stabs. Kurt Gruber
of 115" Sq.) and Sottoten. FML Goiginger (6th V/0
S. Achenza (obs.)
15 10/1/18 60J Same Same Nieuport fighter Same Gruber's 7th V/C
16 29/1/18 60J Phonix D.I 228.14 Monte Lambara, SIA-7B 2-seater Pilot possibly Flak Batterie 5/'n. Delayed confirmation
behind enemy lines (Possibly 26ASq.) Ser. Italiano Pasquali
17 212118 60J Phonix D.I 228.06 Campolongo, south of French 2-seater •Koluft der 11th Armee
Monte Asolone, behind •XXVI Korpskommando
enemy lines
18 3/2118 60J Phonix D.I 228.06 Col Caprile, south Nieuport fighter Same
of Monte Pertica,
behind enemy lines
19 2412/18 60J Phonix D.I 228.14 San Marino, east of Savoia-Pomilio Serg. E. Gaggero (pilot) XXVI Korpskommando
Cismon, in 2-seater in flames (killed) and
own territory (26ASq.) Ten. A. Monti (obs.)
(jumped)
20 11/3/18 60J Phonix D.I 228.14 South of Monte Sopwith fighter •Koluft der 11th Armee For this victory,
di Val Bella, •lnfanterie Div. Nr. 52 Linke was named in
behind enemy lines •Honved lnf. Div. Nr. 42 the Army Report of
the day.
21 10/5/18 60J Aviatik D.I 115.32 Levicc:>Calzarai
nica Bristol F.2b C4755 Lt. J. B. Guthrie (pilot) Own territory Date given as 11/5/18
"Z Flight" (Later and Lt. H. V. Thornton in some British sources
139 Sqn.) RAF (obs.) (Both KIA)

22 10/5/18 60J Same Barcarola-Vezzena, Sopwith fighter •Ill Korpskommando

behind enemy lines (Probably Hanriot) •Honved lnf. Div. Nr. 38
23 11/5/18 60J Probably Aviatik D.I Feltre Sopwith Camel B2455 Lt. E. G. Forder Captured
115.32 (28 Sqn. RAF) forced captured unharmed
to land on Feltre air-
field, intact.
24 1/6/18 60J Aviatik D.I 115.32 Visone, near Belluno, Sopwith Camel B2430 Lt. Earl McNab Hand, Captured In this combat,
in own territory (45 Sqn. RAF) in flames (POW) burned on L. Procter Huins
hand and back (45 Sqn.) described
Linke's Berg: "Black,
with a large camou-
flaged letter"L" on the
top center section of
the Albatros D.V". (sic)

N
~
~

Linke-Crawford continued ...

25 15/6/18 60J Possibly Aviatik D.I Rocca, in Sopwith fighter •Sanitatskolonne 1316
115.32 no-man's land •XXVI Korpskommando
26 21/6/18 60J Possibly Aviatik D.I Val Stizzone, Sopwith fighter I Korpskommando
115.32 in enemy territory in flames
27 29/7/18 60J Aviatik D.I 115.32 Valstagna, British 2-seater with VI Korpskommando Probably F.2b C990
in enemy territory "H" on fuselage, Force- (139 Sqn., RAF):
landed, damaged Lt. A. E. Ryan (pilot)
(WIA) and Lt.
C. LeG. Amy (obs.),
(unharmed)
 KISS, JOSEF

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
20/6/16 24 H. Brandenburg Monte Cimone, Italian Farman 2-seater •Possibly Cap. L. Govi XVII Korpskommando •Time: noon
C.I 61.23 behind enemy forced to land and Ten. F. Minardi •South Tyrolean Front
(Obs: Obit. Georg positions •Both crewmen
Kenzian, 2nd V/C) wounded according
to Italian radio traffic

2 25/8/16 24 H. Brandenburg Fort Lusern, Italian Caproni bomber Cap. G. Coniglia (pilot) Captured •Time: morning
C.I 26.29 on own territory forced to land (pilot) (KIA) •For this action
(Obs: Lt. Kurt Fiedler, (SA Squadriglia da Ten. Sobrero (pilot) Fiedler was named in
1st V/C) Bombardament) (POW), Ten. Dami (obs) the Army Report, a
(POW) and Sol. Vitrotti significant honor, but
(MG) (POW) Kiss was not.

3 17/9/16 24 H. Brandenburg Chizzola, near Mori Caproni bomber Cap. F. Valdimiro (pilot) •Artillery reports Participating from
C.I 2-seater in the Etsch Valley, forced to land and (SA Sq. CO) died of •Two other aircraft Flik 17 in a
(Obs: Obit. Karl behind enemy destroyed by Austro- wounds 23/9/16. in formation H. Brandenburg C.I:
Keizar, 1st V/C) positions Hungarian artillery Serg. I.Bevilaqua •Stoluft der LFT Fw. Karl Maurer and
(SA Sq.) (pilot) and Sol. E. Lt. Albert Elischak
Blesso (MG) (1st V/C for each)
4 10/6/17 24 KD 28.37 AsIago, Nieuport fighter •Artillery reports
behind enemy lines crashed, destroyed •Stoluft der
by artillery fire. 11th Armee

5 14/6/17 24 KD 28.37 Roana, near Asiago, Italian SAML 2-seater Ten. G. Negro, (pilot) Captured
in own territory (11l Sq.) and Asp. F. Rossi (obs.)
forced to land (1 wounded,
both POW)

6 13/7/17 24 KD 28.37 Levico, Italian Savoia-Pomilio •Pilot: POW Captured Shared with Fw Karl
in own territory SP-3(Serial 4530)forced •Obs: KIA (Possibly Maurer (4th V/C) and
to land, captured Ten. Nazzareno Obit. Erich Kuhne
(Possibly 40A Sq.) Colognesi) (1st V/C) in H. Brand.
C.I 29.68 of Flik 17
and Fw Viktor
Zimmermann in
Alb. D.I11 (Oef) 53.33
of Flik 48 (1st V/C)
7 11/9/17 24 Unknown fighter Asiago, SAML 2-seater Confirmed
in enemy territory
8 15/11/17 55J Albatros D.11I (Oef) Monte Cimano-Monte Caproni bomber For details of Kiss's •Koluft der V/Cs 8 & 9 part of a
153.17 Summano-Asiago 8th and 9th V/C, see 11th Armee flight of 3 Capronis
Arigi's 15th V/C to •Gruppenkommando defeated with Hptm.
17th V/C. FML Kletter Josef von Maier
• Flak Batterie (1st & 2nd V/C) and
Offstv. Julius Arigi
9 15/11/17 55) Same Same Caproni bomber Same (15th-17th V/C). Two
Ca.pronis in flames, 1
forced to land. One of
the dead pilots,
Ten. Gino Lisa, was
awarded Italy's highest
decoration.
t,.J
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Kisscontinued ...

10 17/11/17 55J Albatros D.11I (Oef) Southeast of Asiago, SAML 2-seater in Possible crew: Same One of two SAMLs and
153.47 in enemy territory fla"2es (Possibly Cap. L. Castiglione one Savoia-Pomilio
115 Sq.) (pilot) and Ten. U. downed together with
Benvegnu-Pasini (obs.) Josef von Maier
(Both KIA) (3rd & 4th V/C) and
Offstv. Julius Arigi
(18th to 20th V/C)
11 18/11/17 55J Albatros D.11I (Oef) Monte Cengio Savoia-Pomilio 2-seater, Same V/Cs 11 & 12 shared
153.47 in flames with Hptm. Josef
von Maier (5th V/C)
12 18/11/17 55J Same North of Arsiero Unknown Italian Same and Offstv. Julius Arigi
aircraft, in flames (21st & 22nd V/Cs) For
crews, see Arigi's 21st
& 22nd V/Cs.
13 27/11/17 55J Albatros D.III (Oef) North of Asiago, SAML 2-seater, Probable crew: Confirmed Shared with Lt. Egbert
153.87 near Campolongo, in flames (Probably Ten. R. Fumagalli (pilot) Lupfer (4th V/C) and
in own territory 121 Sq.) and Ten. P. Ghinozzi Korp. Franz Lahner
(obs.) (Both KIA) (2nd V/C)
14 27/11717 55J Same Roana, south SAML 2-seater Possible pilot: Front reports Shared with Obit.
of Asiago, (Possibly 115" Sq.) Ten. S. Milani Georg Kenzian
in enemy territory (KIA) (5th V/C)
15 7/12/17 55J Albatr~ D.11I (Oef) East of Asiago, Pomilio P.E. 2-seater, Ten. E. Laghi (pilot) Koluft der 11th Armee V/Cs 15 & 16 shared
fighter behind enemy lines forced to land and Sottoten. Ettore with Hptm. Josef
(134" Sq.) Bovera (obs.) von Maier
(6th & 7th V/Cs) and
Offstv. Julius Arigi
16 7/12/17 55J Same Monte Sprung SAML 2-seater in
flames Possible crew: Same (23rd & 24th V/Cs)
(Possibly 121" Sq.) Cap. P. Ceccarelli (pilot)
and Ten. Edoardo Velo
(obs.) (Both KIA)
17 16/12/17 55J Albatros D.III (Oef) Arten, near Feltre, SAML 2-seater, in •NCO M. Fabian (pilot) Same Shared with Offstv.
fighter in own territory flames (115" Sq.) killed in crash. Julius Arigi (25th V/C)
•Ten. Orazio (obs.) and Korp. Franz Lahner
Giannini jumped from (3rd V/C)
burning aircraft.
18 12/1/18 55J Albatros D-III (Oef) Casa Rigoni, north •RE-8 (Serial A4445 with Lt. G. N. Goldie (pilot) Captured Kiss prevented the
fighter of Asiago, white "O" on fuselage, and Lt. J. D. Barnes British crew from
in own territory 42 Sqn., RFC) (Both POW) destroying the plane
forced to land by bluffing strafing
runs until troops
arrived.
19 26/1/18 55J Albatros D-11I (Oef) Monte Magna, SAML 2-seater Ten. L. Andreuzzi •Koluft der 11th Armee
153.47 behind enemy lines (115A Sq.) (pilot) and Ten. A. •lnfanterie Div. Nr. 19
Molaschi
(Both unharmed)
 ..
GRASER, FRANZ

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
1 10/2/17 2 H. Brandenburg C.I Jeza, west of Tolmein, Italian Farman 2-seater, •Pilot (wounded) and •Infantry reports •Time: morning
29.58 in enemy territory forced to land •Ten. Giuseppe •Stoluft der 5th Armee •Graser's plane badly
(Pilot: Korporal Bartolotti (obs.) shot-up, made
Stefan Wenczel) emergency landing.
•Wenczel's 1st V/C

2 20/5/17 2 H. Brandenburg C.I Monte Sabatino Italian SPAD fighter Stoluft der 5th Armee •Time: 0920 hrs.
229.20 •Wognar wounded in
(Pilot: Fw Franz back. Wognar's
Wognar) 3rd V/C
3 25/10/17 42) Albatros D.III (Oef) Grado, near the Italian seaplane Stoluft der 1st Shared with Obit. Ernst
153.13 Sdobba Estuary in flames lsonzo Armee Strohschneider
(7th V/C)
4 26/10/17 42) Albatros D.11I (Oef) Enemy territory Italian balloon Front reports
153.13
5 26/10/17 42) Same Lake Doberdo Italian Nieuport fighter Report of Trieste Naval •Escort for seaplane
Air Station of Trieste Naval Air
Station.
•K.212 downed by
Italian Nieuports in
this action.
6 27/10/17 42) Albatros D.I11 (Oef) Unknown Italian seaplane Front reports Shared with Obit. Ernst
153.13 Strohschneider
(9th V/C)
7 15/11/17 42) Albatros D.III (Oef) Meolo-Monastier Sopwith fighter •Ground troops Shared with Obit. Ernst
153.61 di Treviso, •1st lsonzo Armee Strohschneider
in enemy territory Report (10th V/C)
8 23/11/17 42) Albatros D.III (Oef) Agenzia (4 km from Italian Macchi L-3 Ten. E. Grego (pilot) Front reports Shared with Zugs. Paul
153.44 mouth of the Piave seaplane (Serial L-208), and Ten. R. Baggio Jelinek (2nd V/C)
River, in crashed in flames (obs.) (Both KIA)
enemy territory)
9 27/11/17 42) Albatros D.11I (Oef) San Dona di Piave Italian SAML 2-seater Delayed until 5/12/17
153.44
10 29/11/17 42) Albatros D.11I (Oef) Vianello, near mouth SAML 2-seater, Serg. F. Montesi (pilot) Captured Shared with Obit. Ernst
153.61 of Piave River, forced to land and Ten. V. Lidy (obs.) Strohschneider
in own territory (112A Squadriglia) (Both POW) (11th V/C) and Obit
Karl Patzelt (4th V/C)
11 5/12/17 42) Albatros D.III (Oef) San Biaggio-LaFossa, Savoia-Pomilio 2-seater Pilot possibly Front reports
153.44 in enemy territory (Possibly 23A Sq.) Serg. Paolo
Massagrande
12 26/1/18 61) Albatros D.11I (Oef) Laguna Palude Seaplane Confirmed Time: 1810 hrs.
153.106 Maggiore,
in enemy territory

t...)
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""'
Graser continued. ..

13 30/1/18 61) Albatros D.III (Oef) Cana Reggia (south of Two-seater (probably Own territory Shared with Obit. Ernst
153.110 Conegliano), Italian) in flames Strohschneider
in own territory (13th V/C)
14 24/2/18 61) Albatros D.III (Oef) Marcello, west of Italian Macchi M-5 Secondo Capo Parodi, Luftabwehrbatterie Shared with Obit.
153.106 Piave Vecchia, fighter boat wounded Strohschneider in
behind enemy lines marked "M18" 153.119 (14th V/C),
Lt. Otto Schrimpl in
153.110 (1st V/C), and
Lt. Edgar Morath
(Flik 63)) in 153.145
(1st V/C)
15 8/3/18 61) Albatros D.III (Oef) Cenesa Canal Balloon anchored to Delayed. Contained in •Ground confirmation
153.106 platform in canal citation to Sch rimpl's impossible due to
Silver Bravery Medal, low, thick clouds
1st Class Shared with Lt. Otto
Schrimpl (2nd V/C)
16 12/3/18 61) Albatros D.11I (Oef) Monastier di Treviso, Italian Ansaldo SVA-5 Lt. Edgar Morath Ground confirmation
153.106 in enemy territory downed in flames of Flik 63) unavailable due to
poor visibility
N/C 12/3/18 61) Same Same Ansaldo SVA 2-seater None, due to Ground confirmation
poor visibility unavailable due to
poor visibility and fog
17 16/3/18 61) Albatros D.III (Oef) Casonetti, west of Ansaldo SVA •lnfanterie Div. Nr. 10 Shared with Obit. Ernst
153.106 Piave Vecchia •VII Korps Strohschneider
(15th V/C)
18 23/3/18 61) Albatros D.III (Oef) Noventa di Piave, SAML 2-seater NCO pilot Archilles Own territory Remains of aircraft
153.111 in own territory (39A Sq.) downed Zardi and Observer given Serial
in flames Tenente Amadeo
Busseti No. 00.47
(Both KIA)
 ..
BONSCH, EUGEN

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
1 1/9/17 51) Albatros D.11I (Oef) Monte San Gabriele Italian Nieuport fighter XXIII Korpskommando Shared with Rittmeister
53.57 Wedige von Froreich
(3rd V/C), Obit. Josef
Hoffman (3rd V/C) and
Fw. Ludwig Neumann
(1st V/C)

2 28/9/17 51) Albatros D.11I (Oef) North of Plava, Italian Balloon of Tenente Osservatore •Ground observers Shared with Lt.
153.35 in enemy territory 2''Gruppo Sezione Paolo Calisse •XVI Korpskommando Alexander Tahy
Aerostatica parachuted. (6th V/C)

3 29/9/17 51) Albatros D.III (Oef) South of Plava Italian Nieuport fighter Pilot Giuseppe Tesio •Ground observers Shared with Lt.
153.35 forced to land (KIA) •XVI Korpskommando Alexander Tahy
(7th V/C) and Obit.
Georg Kenzian
(Flik 55), 3rd V/C)

4 3/12/17 51) Albatros D.I11 (Oef) Visnadello, Balloon in flames Koluft der 2nd •Time: morning
153.35 in enemy territory lsonzo Armee •Shared with Zugs.
Stefan Fejes (6th V/C)

5 21/2/18 51) Albatros D.11I (Oef) Casa Zonta, south Sopwith fighter •lnfanterie Div. Nr. 33 Shared with Obit.
153.35 of Papadopoli Island, crashed in flames •XVI Korpskommando Alexander Tahy
behind enemy lines (8th V/C)

6 16/3/18 51) Albatros D.III (Oef) Zenson, Sopwith fighter •Koluft der Shared with Obit.
153.140 behind enemy lines forced to land lsonzo Armee Benno Fiala (13th V/C)
•Other Flik 51) pilots
7 3/4/18 51) Albatros D.I11 (Oef) SW of San Biaggio, Balloon in flames •lnfanterie Div. Nr. 24
153.140 in enemy territory •VII Korpskommando

8 17/4/18 51) Albatros D.11I (Oef) Monte Grappa, Italian SAML 2-seater Possible observer: •Koluft der Shared with Lt. Franz
153.140 behind enemy lines (Possibly 2° Gruppo) Cap. Armando Giorgio lsonzo Armee Rudorfer (2nd V/C)
Del Sole •Other Flik 51) pilots
N/C 3/5/18 51) Albatros D.III (Oef) NW of Monastier di Balloon None Confirmation lacking
153.155 Treviso, due to poor
behind enemy lines visibility

9 16/6/18 51) Albatros D.11I (Oef) Breda di Piave, Balloon in flames Possible observer: •lnfanterie Regts. Three attacks by
153.140 in enemy territory (Possibly 7' Sezione) Sottotenente Nr. 12 and 19 Bonsch, the last at
Umberto Fraticelli •lnf. Brigade 115 50 meters altitude
(Parachuted)
10 20/6/18 51) Albatros D.11I (Oef) Montello, Single-seat photo Luftabwehrbatterie Part of the "Air Battle
153.140 in enemy territory recon aircraft, Nr. 24 over the Montello"
in flames

11 8/8/18 51) Albatros D.11I (Oef) Vascon (Carbonera), Italian Type AP A Sottoten. G. Luria and •Gruppenkomandeur Time: 2047 hrs.
253.37 in enemy territory balloon of the 2 Capt. S. Salis (CO der Jagdflieger
Sezione Aerostatica 2A Sezione), •Luftabwehrbatterie
Autocampale, burned both parachuted Nr. 4
•lnfanterie Div. Nr. 64
•Honved lnf. Div. Nr. 16
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Bonsch continued . ..

12 5/10/18 51) Albatros D.III (Oef) West of Ponte di Piave, Balloon Flak-G ru ppen- Documentation for this
253.37 in enemy territory kommando 4 & 16 victory only uncovered
in December, 1983
13 27/10/18 51) Albatros D.11I (Oef) West of Papadopoli British RE-8 2-seater, Capt. C. L. King Luftabwehrbatterien
Series 253. fighter Island, in (34 Sqn., RAF, (Escaped) and Nr. 4 & 16
enemy territory serial E235) Lt. K. W. Bracken
(POW)
14 27/10/18 51) Same Papadopoli Island, Sopwith fighter Confirmed Shared with Lt. Franz
enemy territory Rudorfer (11th)
15 28/10/18 51) Albatros D.11I (Oef) Papadopoli Island, Italian Hanriot Tenente Carlo Jagd-Geschwader
Series 253. fighter enemy territory fighter, in flames Pasquinelli
(78A Squadriglia) (KIA)
16 29/10/18 51) Albatros D.11I (Oef) Papadopoli Island, Italian Hanriot Possible pilot: Luftabwehrbatterie Nr. 4 In this combat, Bi:insch
Series 253. fighter enemy territory fighter, in flames Ten. Silvio Paolo Palli was shot down west
(Possibly 90A Sq.) (KIA) of the Piave, saving
himself by parachute.
 FEJES,STEFAN

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
1 17/4/17 19 H. Brandenberg C.I Between Gorizia Italian Nieuport fighter Infantry reports •Fejes' 3rd sortie
29.09 train station and crashed and wrecked. •Zeisberger's 1st V/C
(Obs: Obit. Oskar road to Salcano •Shared with Hptm.
Zeisberger) Adolf Heyrowsky
(7th V/C) and Lt. Josef
Purer (4th V/C)
2 14/5/17 19 Unknown 2-seater Merna Italian Nieuport fighter Possible pilot: •Infantry reports •Time: 0730 hours
(Obs: Lt. Alexander Ten. Francesco •Stoluft der •Tahy's 3rd V/C
Tahy) Broili (KIA) 5th Armee
76A Squadriglia

3 20/5/17 19 H. Brandenberg C.I Britof, south Italian SPAD fighter Stoluft der •Time: 0815 hrs.
29.63 of Gorizia 5th Armee •Lang's 1st V/C
(Obs: Obit. Karl
Eugen von Lang)
4 19/6/17 19 H. Brandenberg C.I Sober (Vertojba), Italian Nieuport fighter •Infantry reports Piirer's 6th V/C
29.63 behind enemy lines •Luftabwehrbatterie
(Obs: Lt. Josef Purer)
N/C 19/6/17 19 Same Same Italian Nieuport fighter None Fejes' aircraft
in vertical descent badly shot up, force-
landed near Schonpass
5 26/6/17 19 Unknown 2-seater Sober, Italian Caudron Observer possibly lnfanterie •Time: 0920 hrs.
(Obs: Lt. Alexander behind enemy lines 2-seater Ten. Paolo Sobrero Bridgade Nr. 28 •Tahy's 5th V/C
Tahy) •Shared with Hptm.
Adolf Heyrowski
(12th V/C) and Obit.
Ladislaus Hauser
(4th V/C)

6 3/12/17 51J Albatros D.III (Oef) Visnadello, Balloon in flames Stoluft der 2nd •Time: morning
fighter in enemy territory lsonzo Armee •Shared with Zugs.
Eugen Bonsch
(4th V/C)
7 9/12/17 51J Albatros D.11I (Oef) Treviso, Italian SAML 2-seater Confirmed Shared with Zugs.
fighter in enemy territory Eugen Ziegler (1st V/C)
8 10/12/17 51) Albatros D.11I (Oef) Candelu, "English aircraft" Confirmed Shared with Zugs.
fighter in enemy territory Eugen Ziegler
(2nd V/C)
9 18/3/18 51) Albatros D.I11 (Oef) Piavon, west British Sopwith fighter •IV Korps Shared with Korp.
153.132 of Salgareda, •lnfanterie Div. Nr. 24 Franz Schwarzmann
in enemy territory •Other Flik 51J aircraft in Albatros D.11I (Oef)
153.134 (1st V/C)
10 22/3/18 51) Albatros D.III (Oef) Susegana-Salleto, British RE-82-seater •Luftabwehrbatterien Shared with Zugs.
Series 153. fighter behind enemy lines 127 & 131 Karl Balzareno (1st V/C)
•Artillery observer
on Monte Cucca
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Fejes continued . ..

11 30/3/18 51J Albatros D.11I (Oef) Direction of Oderzo, British Sopwith Camel, Either: Members of Flik 51J, Fejes was wounded
153.142 in enemy territory forced to land Capt. P. Carpenter who witnessed in the heel and his
(66 Sqn., in B7387) or the fight from Albatros had
Lt. H. Eycott-Martin Ghirano airfield 46 bullet holes.
(66 Sqn., in B7283)

12 17/4/18 51J Albatros D.11I (Oef) Arcade, Sopwith fighter Probably Lt. Koluft der
153.128 in enemy territory W. G. Hargrave lsonzo Armee
(28 Sqn., RAF, killed in
Sopwith Camel B.6342)

13 1/5/18 51J Albatros D.11I (Oef) Breda di Piave, Sopwith fighter •lnfanterie Div. Nr. 58
153.142 in enemy territory •XVI Korpskommando

N/C 3/5/18 51J Albatros D.I11 (Oef) Arcade, French reconnaissance None
153.140 in enemy territory 2-seater

N/C 3/5/18 51J Albatros D.III (Oef) NW of Monastier di Balloon None

153.155 Treviso,
in enemy terriotry

14 22/5/18 51J Albatros D.11I (Oef) East of Spresiano, Sopwith fighter •Luftabwehr Escorting H.
153.142 in enemy territory batterie Nr. 163 Brandenberg C.I of
•Ballonkompanie 16 Flik 19D when
attacked by
4 Sopwiths

15 15/6/18 51J Albatros D.III (Oef) Enemy territory in SPAD fighter Delayed confirmation
Series 153. fighter area of lnf. Div. Nr. 33

16 1/9/18 51J Albatros D.I11 (Oef) Arcade, Sopwith fighter Army report for 2/9/18
253.54 in enemy territory

N/C 12/9/18 51J Albatros D.III (Oef) Candelu, Unknown None

Series 253. fighter in enemy territory
 STROHSCHNEIDER, ERNST

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
N/C 15/6/16 23 Lloyd C.11I 43.61 Cima Alta in the Italian seaplane None Time: 0730 hrs.
(Pilot: Obit. Sarca Valley
Franz Schorn)

3/6/17 FI.G.1 Unknown Monte Korada, Italian Farman 2-seater, •Hptm. Karl Sabeditsch, Time: 1030 hrs.
in enemy territory force-landed with CO Fluggeschwader 1.
holed fuel tank •Landsturm-Brigade 106
2 21/6/17 FI.G.1 Unknown Cormons, Italian Farman 2-seater Pilot possibly Confirmed
in enemy territory Caporale G. Marangoni
(KIA)

3 23/9/17 42) Unknown Nova Vas, near SPAD fighter with •Stoluft der 1st Shared with Zugs.
Kostanjevica, behind French cockades lsonzo Armee Ferdinand Udvardy
enemy lines downed in flames •Feldartillerie- (3rd V/C)
Brigade Nr. 9
4 23/9/17 42) Unknown Kostanjevica, behind Savoia-Pomilio Pilot possibly •Infantry reports Shared with Zugs.
enemy lines 2-seater (Possibly Ten. G. Cartoni •Stoluft der 1st Ferdinand Udvardy
40A Squadriglia) lsonzo Armee (4th V/C)
5 26/9/17 42) Unknown Ronchi, SPAD fighter •Stoluft der 1st Shared with Udvardy
in enemy territory lsonzo Armee (5th V/C), Fw. Vinzenz
Mager! (4th V/C) and
Korp. Karl Teichmann
(1st V/C)
6 3/10/17 42) Probably an Gradisca, French SPAD 2-seater Pilot: Ten. F. Di Rudini •Infantry reports
Albatros fighter in enemy territory (KIA) •Stoluft der 1st
lsonzo Armee
7 25/10/17 42) Probably an Grado, near the Italian seaplane Stoluft der 1st Shared with
Albatros fighter Sdobba estuary in flames lsonzo Armee Lt. Franz Graser
(3rd V/C)
8 26/10/17 42) Probably an Grado Italian seaplane Confirmed
Albatros fighter
9 27/10/17 42) Probably an Unknown Italian seaplane Front reports Shared with
Albatros fighter in flames Lt. Franz Graser
(6th V/C)
10 15/11/17 42) Probably an Meolo-Monastier Sopwith fighter •Ground troops Shared with
Albatros fighter di Treviso, •1st lsonzo Armee Lt. Franz Graser
in enemy territory (7th V/C)
11 29/11/17 42) Probably an Casa Tagli, north of Italian SAML 2-seater Serg. F. Montesi and Captured Shared with
Albatros fighter the Piave River estuary, forced to land Ten. V. Lidy Lt. Franz Graser
own territory (112''sq.J (Both POW) (10th V/C) and Obit.
Karl Patzelt (4th V/C)

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Strohschneider continued . ..

12 26/1/18 61) Albatros D.III (Oef) Lagune Palude Seaplane Confirmed •Time: 1810 hrs.
fighter Maggiore, •Shared with
in enemy territory Lt. Franz Graser
(12th V/C)

13 30/1/18 61) Albatros D.III (Oef) Cana Reggia, south Sopwith 2-seater Own territory •Shared with
153.111 of Conegliano, (Probably Italian) Lt. Franz Graser
in own territory downed in flames (13th V/C)
•Strohschneider
slightly wounded
14 24/2/18 61J Albatros D.III (Oef) Marcello, west of Italian Macchi M.5 Pilot: Secondo Luftabwehrbatterie Shared with
153.119 Piave Vecchia, fighter boat marked Capo Parodi Lt. Franz Graser
south of Capo Sile, "M-18", crashed (Wounded) (14th V/C), Lt. Otto
behind enemy lines behind enemy lines Schrimpl (1st V/C),
Lt. Edgar Morath,
Flik 63) (1st V/C)
15 16/3/18 61) Albatros D.11I (Oef) Casonetti, west of Italian Ansaldo SVA •lnfanterie Div. 10 Shared with
153.119 Piave Vecchia •VII Korpskommando Lt. Franz Graser
(17th V/C)
 HEYROWSKY, ADOLF

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
22/2/15 9 Unknown 2-seater Belgrade, Serbian balloon Reports of Flik 9 Safar's 1st V/C
(Obs: Obit. in enemy territory
Oskar Safar)

2 3/3/15 9 Unknown 2-seater Belgrade, Serbian balloon Reports of Flik 9 Safar's 2nd V/C
(Obs: Obit. in enemy territory
Oskar Safar)

3 4/5/16 19 H. Brandenburg C.I Merna, in Italian airship "M4" Commandante Own territory •Time: noon
61.55 own territory downed in flames Maggiore Giovanni •Fiala's 2nd V/C
(Obs: Obit. Pastine and 5 other •Expended 53 rounds
Benno Fiala) men, all KIA: of 8mm Alder B
Cap. U. Casella, phosphorous
Cap. G. Coturri, Cap. ammunition
G. Pasquale; and
NCOs A. Bernardi and
R. Rapanelli

4 10/8/16 19 H. Brandenburg C.I Air fight over Italian Voisin 2-seater Sottoten. V. Bonomi Report of Flik 19 •Time: morning
61.61 Gorizia; enemy landed (2° Gruppo) and Capitano •Lerch's 1st V/C
(Obs: Obit. near Cormons F. Mattioli •C.I badly shot up,
Ferdinand Lerch) in enemy territory force-landed at
Aisovizza airfield

5 15/8/16 19 Fokker A-III Cormons, Voisin 2-seater, Delayed Heyrowsky's only

03.42 in enemy territory forced to land V/C in a fighter

6 3/12/16 19 H. Brandenburg C.I Enemy territory Italian Caproni bomber, Stoluft der 5th Armee •Caproni returning
29.61 near Gorizia forced to land from raid on Trieste.
(Obs: Fahnrich •Shared with Fw.
Stefan Wagner) Heinrich Mahner and
Lt. Alexander Tahy in
unknown 2-seater
•1 st V/C for all but
Heyrowsky

7 28/12/16 19 H. Brandenburg C.I West of San Marco, Voisin 2-seater •Stoluft der 5th Armee Purer's 2nd V/C
29.63 in no-man's land •lnfanterie Div. Nr. 58
(Obs: Lt. Josef Purer)

8 17/4/17 19 H. Brandenburg C.I Between Gorizia train Italian Nieuport fighter Infantry reports •Pu rer's 4th V/C
29.64 station and road demolished in crash •Shared with Zugs.
(Obs: Lt. Josef Purer) to Salcano Stefan Fejes and Obit.
Oskar Zeisberger
(1st V/C for both)
Heyrowsky wounded
in right eye.

9 15/5/17 19 H. Brandenburg C.I Merna, Italian SPAD fighter Infantry reports Hauser's 1st V/C
29.64 in enemy territory
(Obs: Obit.
Ladislaus Hauser)

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Heyrowsky continued . ..

10 3/6/17 19 H. Brandenburg C.I Sober, behind Nieuport fighter Pilot KIA, lnfanterie Div. Nr. 14 •Time: 0930 hrs.
29.64 enemy positions according to •Hauser's 2nd V/C
(Obs: Obit. Hauser) POW testimony •Shared with two
unknown 2-seaters:
Zugs. Karl Reithofer
(2nd V/C) & Lt. Josef
Purer (5th V/C) and
Korp. Johann
Szeikovics (1st V/C) &
Lt. Alexander Tahy
(4th V/C)
11 26/6/17 19 H. Brandenburg C.I Sober, behind Nieuport fighter lnfanterie Div. Nr. 28 •Time: 0920 hrs.
29.64 enemy positions •Hauser's 3rd V/C
(Obs: Obit. Hauser)
12 26/6/17 19 Same Same Italian Caudron Obs. possibly Same •Time: 0930 hrs.
2-seater Ten. Paolo Sobrero •Hauser's 4th V/C
•Shared with Zugs.
Stefan Fejes and Lt.
Alexander Tahy
(5th V/C for both)
(in unknown 2-seater)
 GRUBER, KURT

Vic. No. Date Flik Aircraft Flown Place EnemyA/C (Squadron) EnemyCrew Confirmation Comments
1 14/4/16 1 Knoller-Albatros B.I Bojan, Russian Morane- Both wounded, XI Korpskommando •Time: 0630 hrs.
22.30 in n~man's land Saulnier Parasol, according to spies •Hervay's 1st V/C
(Obs: Hptm. Egon badly damaged
Hervay von Kirchberg)

2 2/5/16 1 Knoller-Albatros B.I Lysskowcy, Russian Morane- Both badly injured •XI Korpskommando •Time: 0945 hrs.
22.30 behind enemy lines Saulnier Parasol in crash, •Hungarian Infantry •Brumowski's 3rd V/C
(Obs: Obit. monoplane according to spies Regt. Nr. 305
Godwin Brumowski)

3 6/6/16 1 Knoller-Albatros B.I Dolcok, Russian Morane- Pilot KIA, •XI Korpskommando •Time: 1800 hrs.
22.30 behind enemy lines Saulnier Parasol, according to spies •Hungarian Infantry •Flown alone: LFT's
forced to land Regt. Nr. 305 1st Russian Front
victory w/out obs.
4 '29/9/17 41] Unknown Cormons, Nieuport fighter Infantry reports lsonzo Front (Italy)
behind enemy lines
5 9/10/17 41] Unknown Isola Morosini, Italian Balloon in flames Ten. G. Vendittelli •Ground observers •Time: 1700 hrs.
near Sdobba estuary (20' Sezione) (Parachuted) •Stolfut der 1st •Shared with Hptm.
lsonzo Armee Godwin Brumowski
(22nd V/0 & Obit.
Frank Linke-Crawford
(6th V/0
6 10/1/18 60] Phonix D.I Valstagna, barely "Sopwith 2-seater" Possible crew: Stoluft der Shared with Obit.
228.24 behind enemy lines (Possibly SAML of Serg. U. Lenzi and 11th Armee Frank Linke-Crawford
111 Squadriglia) S/Ten. S. Achenza (14th V/0
7 10/1/18 60] Same Same Nieuport fighter Same Shared with Linke-
Crawford (15th V/0
8 27/1/18 60] Phonix D.I Valstagna, Italian Nieuport forced Sergente Pilota Intercepted radio
228.24 behind enemy lines to Giarmino (lt Sq.), traffic of Italian
land near San Nazario, severly wounded XX Army Corps
demolished
9 1/2/18 60] Phonix D.I Near Vattaro, south Nieuport fighter •XXVI Korpskommando
228.18 of Col Moschin, •Stoluft der
behind enemy lines 11th Armee
10 26/2/18 60] Phonix D.I North of Monte Nuova, "Sopwith fighter" Possible pilot: •VI Korpskommando
228.24 behind enemy lines (Possibly Hanriot of S/Ten. G. •Schutzen Div. Nr. 26
7QASq.) Ghislanzoni
(KIA)
11 4/4/18 60] Phonix D.I Primolano, Sopwith fighter, XXVI Korpskommando Gruber was killed
228.24 behind enemy lines downed in flames in this same combat.

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RUDORFER, FRANZ

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
1 15/11/17 190 Two-seater, probably North of Carbonera Italian balloon, Possible crew: •Infantry reports Schantl's 2nd V/C
H. Brandenburg C.I (SE of Treviso) downed in flames Soldato Luigi Colombo •Koluft der 2nd
(Pilot: Zugs. and C. Maggiore lsonzo Armee
Josef Schantl) Giovanni Gloria

2 17/4/18 51) Albatros D.11I (Oef) Monte Grappa, Italian SAML Possible observer: •Koluft der Participating:
153.141 in enemy territory 2-seater (Possibly Capitano Armando I sonzo Armee Zugs. Eugen Bonsch
2° Gruppo) Giorgio Del Sole •Other pilots of (8th V/C)
Flik 51)
3 1/5/18 51) Albatros D.11I (Oef) Bacca Callata near Sopwith fighter lnfanterie-
153.141 Cimadolmo, Division Nr. 29
in enemy territory
4 1/5/18 51) Albatros D.11I (Oef) San Biaggio, Balloon downed 17 Korpskommando •A fast, daring attack
153.141 in enemy territory in flames 7 Korpskommando at 200m altitude
•Heavy flak damage
to his Albatros
5 6/6/18 51) Albatros D.11I (Oef) Salettuol-Roncadelle, SPAD fighter •Feldartillerie- Time: 1220 hrs.
153.141 in enemy territory Brigade Nr. 29
N/C 6/6/18 51) Albatros 0.111(Oef) In enemy territory, Sopwith fighter None Time: 1900 hrs.
153.141 in operations area of
I nfanterie-D ivision
Nr. 33
6 21/6/18 51) Albatros D.11I (Oef) West of Papadopoli Sopwith fighter Fliegerkompanie 58F
153.141 Island (in the Piave
River), in enemy
territory
7 30/7/18 51) Albatros D.11I (Oef) Spresiano, Fighter-new type Other aircraft of
fighter in enemy territory Flik 51)
N/C 11/9/18 51) Albatros D.III (Oef) East of Maserada, Radio-reconnaissance None Time: 1930 hrs.
series 253. fighter in enemy territory 2-seater
8 7/10/18 51) Albatros D.11I (Oef) Ceggia, west of Sopwith Camel Pilot: Lt. Own territory
253.122 San Dona di Piave, "D.8215" (66 Sqn., W. J. Courtney, killed
in own territory RAF) downed in flames
9 24/10/18 51) Albatros D.11I (Oef) Breda di Piave, Balloon downed Obs. probably Confirmed
253.124 enemy territory in flames Tenente G. Cordelia
(35A Squadriglia),
parachuted
10 27/10/18 51) Albatros 0.111(Oef) Papadopoli Island, Sopwith fighter Luftabwehrbatterie 4
series 253. fighter behind enemy lines
11 27/10/18 51) Albatros 0.111(Oef) Papadopoli Island, Sopwith fighter Confirmed Participating:
series 253. fighter in enemy territory Fw. Eugen Bonsch
(14th V/C)
 NAVRATIL, FRIEDRICH

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
1 17/4/18 41) Albatros D.III (Oef) Arcade, Sopwith fighter Pilot possibly Front reports Participating:
153.157 in enemy territory (Possibly Camel B.6342 Lt. W. G. Hargrave Hptm. Godwin
of 28 Sqn., RAF) Brumowski (31st V/C)

2 28/6/18 3) Albatros D.11I (Oef) No man's land near SPAD fighter, Luftabwehr-
153.198 Zugna-Ospedaletto downed in flames kanonenbatterie 324
3 16/7/18 3) Albatros D.III (Oef) Val del Concei, Italian Hanriot Abschnittskommando •Victories 3 & 4 part of
253.06 in enemy territory fighter (72A Squadriglia Riva triple scored over 3
da Caccia) Hanriots of Italian 72A
Squadriglia da Caccia
(1 shot down, 2 forced
4 16/7/18 3) Albatros D.11I (Oef) Val del Concei, Italian Hanriot Abschnittskommando
to land)
253.06 in enemy territory fighter (7l Sq. Riva
•One pilot severely
da Caccia)
wounded (Tenente
Amerigo Crocetti)
•Participating:
1. Obit. Stefan Stec
(2nd V/C)
2. Obit. Franz Peter
(1st & 2nd V/Cs)
3. Stabs. Otto Forster
in Albatros D.III (Oef)
153.200 (1st & 2nd
V/Cs)
5 23/7/18 3) Albatros D.III (Oef) Over the Matarello Bristol F.2b C.4759 Lt. W. L. Vorster (pilot) Own territory
253.06 train station, (139 Sqn., RAF) Sergeant H. G. Frow
in own territory downed in flames (obs.) (Both killed,
buried by
Flik 3).

6 5/8/18 3) Albatros D.I11 (Oef) Near Romagnano Italian SIA-7b 2-seater Vice-Brigadieri Carlo Own territory
253.06 airfield, own territory of the 121A Sq. Borello (pilot) and
downed in flames Sottotenente Luigi
Franchi (obs.) (Both
KIA, buried by Flik 3))

7 10/8/18 3) Albatros D.III (Oef) Monte Pasubio Italian fighter Koluft der 10th Armee Defeated aircraft part
253.06 (Cosmagon), of 2-fighter escort for
behind enemy lines an Ansaldo SVA-5
reconnaissance fighter

8 16/8/18 3) Albatros D.11I (Oef) Trento, Bristol F.2b "D.8069" Lt. C. R. H. Jackson Own territory Defeated aircraft one
253.06 in own territory (139 Sqn. RAF), (pilot) and of 4 "Brisfits" which
downed in flames Lt. Keepin (obs.) had bombed Trento
(Both KIA, buried by
Flik 3) with full honors)

9 23/8/18 3) Albatros D.III (Oef) Forced to land on Bristol F.2b "D.7966" Lt. C. E. Gill (pilot) Own territory Many bullets in
253.06 Gardolo airfield marked with "A" on Obs: Lt. T. Newey "Brisfit's" motor
fuselage (139 Sqn., RAF) (Both taken POW) forced it to land.

10 31/8/18 3) Albatros D.11I (Oef) East of Monte Pasubio, British Bristol 2-seater, Koluft der 10th Armee
253.06 behind enemy lines crashed in flames
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STOJSAVLJEVIC,
RAOUL

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
1 4/7/16 16 H. Brandenburg C.I Malborghet, Italian Farman Both POW •Captured •Time: 0825 hrs.
64.14 in own territory 2-seater (Serial MF.857) •Artillery observer •Friedrich's 1st V/C
(Obs: Lt. force-landed on Monte Rin
Josef Friedrich)
2 25/7/16 16 Unidentified 2-seater Monte Paularo, Farman 2-seater Possible crew: Front reports •45-minute combat
(Obs: Lt. in enemy territory Serg. E. Zampieri and •Friedrich's 2nd V/C
Josef Friedrich) Sten F. Fiorentini
3 7/8/16 16 H. Brandenburg C.I Val di Raccolana, Farman 2-seater, Observer apparently Artillery reports Friedrich's 3rd V/C
64.13 in enemy territory forced to land killed or severly
(Obs: Lt. Friedrich) wounded
4 1/9/16 16 Unidentified 2-seater Val Dogna, Farman 2-seater Confirmed 10-minute combat
(Observer unknown) in enemy territory
5 13/2/17 34 KD 65.68 South of Kostanjevica, Farman 2-seater Stoluft der 5th Armee Time: 1700 hrs.
on the Doberdo
plateau in no-man's
land
6 17/4/17 16 H. Brandenburg C.I Own airfield at Villach Farman 2-seater, Both POW Captured Friedrich's 4th V/C
68.11 forced down
(Obs: Lt. Friedrich) and captured
7 14/7/17 16 KD 28.30 Monte Crete- Farman 2-seater, •Gebirgs Brigade Nr. 29 Time: 1130 hrs.
Monte Cullar, in flames •Artillery reports
behind enemy lines
8 23/7/17 16 KD fighter Enemy territory, after Farman 2-seater Ten. P. Sinigaglia and Artillerie-
combat over Carnia (29A Squadriglia) Serg. E. Scuri Gruppenkommando
(Both wounded)
9 7/9/17 16 KD fighter Monte Skarnitz, Italian SAML 2-seater Ten. I. Paroli and lnfanterie Div. Nr. 94
in enemy territory (11i Sq.) Ten. L. Palazzi
(Both KIA)
10 21/11/17 16 Possibly Albatros D.III Near Feltre, SAML 2-seater, Own territory
(Oef) 153.66 in own territory in flames
 BANFIELD, GOTTFRIED

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
1 27/6/15 Trieste Lohner Type T Villa Vicentina, near Italian balloon Fleet report of 29/6/15 Balloon put out of
Naval Air L-47 mouth of lsonzo R. commission with 500
Station (Obs: Seekadett hits in its envelope
Heribert Strobl)

N/C 1/9/15 Same Lohner Type T East of Grado Curtiss type flying None
L-47 boat forced to land
(Obs: Seekadett Strobl)
N/C 1/9/15 Same Same Grado inner harbor Italian Type L None This boat was forced
flying boat, forced to land but restarted
to land twice its engine and rejoined
the fight. After
extended combat it
was again forced to
land.
N/C 17/4/16 Same Lohner M Attack over Golametto Seaplane driven None Time: 1615 hrs.
L-16 down near Grado

N/C 17/4/16 Same Same Same Seaplane drive down None Time: 1715 hrs.
2 23/6/16 Trieste Lohner M Gulf of Trieste French FBA Type C •Ens. Andre Victor •Captured •Time: 1900 hrs.
Naval Air L-16 flying boat (No. 94), Vaugeois (French •Fleet report of 24/6/16 •FBA towed to Trieste
Station marked on bow with pilot (WIA) •Message dropped to
white "12", •M2/c E. Italians as to fate of
forced to land Gram maticopou lo crew.
(Italian obs.) (KIA) •Vaugeois dined
with Banfield.
3 24/6/16 Trieste Lohner M L-16 Gulf of Trieste, Italian Macchi L.1 Sottotenente di Vascello Fleet report of 24/6/16 •Time: morning
Naval Air 4 km. from Grado (Serial L-141) flying pilota Silvio •Banfield pressed
Station boat landed heavily on Montanarella; to distance of
water. Towed back to Motonauto osservatore 5 meters.
Grado by Italian Felice Gessi
motorboat. (Both severely
wounded)
4 1/8/16 Trieste Lohner M Volosca, near Fiume, Caproni Ca.1 bomber •NCO pilot KIA •Own territory •Time: 0730 hrs.
Naval Air L-16 in own territory (Ca.1228) forced to •Observer & gunner •Fleet report of 2/8/16 •Caproni crew wore
Station land (Probably 4A both POW body armor.
Squadriglia
da Bombarda)
5 6/8/16 Trieste Lohner M SE of Sistiana, Caproni Ca.1 (Ca.1134) S/Ten. V. Zanini (KIA) •Own territory •Time: 0800 hrs.
Naval Air L-16 in own territory (4A Sq. da Bombarda) and M. Borghi (WIA) •Fleet report of 7/8/16 •Shared with Ludwig
Station (pilots) & Serg. B. Gerber and Max
Manieri (obs.) (WIA) Obendorfer in
Lohner L-99
6 15/8/16 Trieste Lohner M Golametto French FBA Type H Pilot Duclos (WIA) and Fleet report of 16/8/16 •FBA had bombed
Naval Air L-16 flying boat (No. 301), Obs. LeMeu (WIA) Trieste air station
Station forced to land •Later towed b1ck to
Grado
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Banfield continued. ..

7 15/8/16 Trieste Lohner M 7 km from Miramare French FBA Type H Ens. Baron Jean Fleet report of 16/8/16 •Roulier was CO of
Naval Air L-16 flying boat (No. 308) Roulier and Mech. French Navy fliers on
Station plunged into Adriatic A.H. Cousterousse the I sonzo Front.
after explosion at (Both KIA) •Wreck towed to Trieste
200m altitude. by A-H motorboat
"Linz"
N/C 13/9/16 Trieste Albatros flying boat Miramare Nieuport fighter driven Mentioned in fleet Nieuport was part of
Naval Air K-150 down in Sdobba estuary report 14/9/16 but escort for a Caproni
Station without confirmation bomber formation.

N/C 13/10/16 Trieste H. Brandenburg CC Area of the Italian Farman 2-seater, Mentioned in fleet Farman had
Naval Air flying boat (Serial CC, Sdobba estuary well shot up and report of 14/10/16 bombed Trieste.
Station later A.12) driven down into without confirmation
heavy clouds
N/C 31/10/16 Trieste Albatros fighter Between Golametto Caproni bomber force- Ten. R. Ravioli (WIA), •Hptm. Schunzel given •Time: 1450 hrs.
Naval Air boat A.3 and Sdobba estuary landed in a marsh Serg. M. Bosio, and sole credit in army •Shared with Hptm.
Station near shore. (7A Sq.) Sol. 0. lcardi (WIA) report of 1/11/16 Viktor Schunzel, CO
•Banfield chose not of Flik 28
to object
8 3/12t16 Trieste H. Brandenburg CC East of Mavhinje, Caproni Ca.1 (Ca.1233), Ten. C. Mazzoni, •Fleet report of 5/12/16 Guzzanti said Banfield
Naval Air flying boat (A.12) in own territory forced to land Ten. M. Borra, •Banfield & Brumowski was most responsible
Station (4° Gruppo) Ten. L. Guzzanti & named as equal for the victory, more
Corp. 0. Castoldi victors in Army report than Zugs. Karl
(All POW) of 4/12, leading to a Cislaghi (Flik 28) and
period of strained far more than
Army-Navy relations Brumowski.

9 31/5/17 Trieste Oeffag Type H Area of the Italian seaplane shot Fleet report of 1/6/17 •Time: 2230 hrs.
Naval Air flying boat, A.11 Primero estuary down; towed back to •The first night
Station Grado at 0700 victory for any Austro-
next morning Hungarian flyer
N/C 4/8/17 Trieste Oeffag Type H Salvore Caproni bomber None •Time: 0115 hrs.
Naval Air flying boat A.11 severely shot up, •Banfield's second
forced down night victory
N/C- 2/9/17 Trieste Oeffag Type H Gulf of Trieste Enemy seaplane None, possibly Shared with
Naval Air flying boat A.11 damaged and driven due to heavy clouds Seekadetten Franz
Station down to enemy Piehl (in CC A.24) and
torpedo boats Ferruccio Maria Vio (in
cc A.46)

N/C 21/9/17 Trieste Oeffag Type H Golametto Enemy seaplane driven None, probably Shared with Franz
Naval Air flying boat A.11 down, trailing smoke due to thick fog Piehl in CC A.24
Station and blue flames

N/C 23/9/17 Trieste Oeffag Type H SE of Golametto Enemy seaplane badly None •Time: evening
Naval Air flying boat A.11 damaged and forced •Shared with Franz
Station down near Grado Piehl in CC A.24
 JINDRA, OTTO

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
1 13/6/15 1 Knoller-Albatros Dubowice, southeast Russian Morane- Observer killed Testimony of •Time: 0610 hrs.
B.I. 22.29 of Monasterzyska, Saulnier Parasol civilian witness •Achieved with Mauser
Pilot: Zugs. Max Libano in enemy territory 2-seater forced to land, pistol and a repeating
1st V/C only lightly damaged carbine

2 13/6/15 1 Same Same Russian Morane- Pilot severely Civilian witness Libano's 2nd V/C
Saulnier Parasol, injured in
2-seater, forced to land crash landing

3 27/8/15 1 Knoller-Albatros Fight over Czortkow; Russian Morane- Pilot wounded in fight Civilian witness Mattl's 1St V/C
B.I. 22.06 Enemy forced to land Saulnier Parasol
(Pilot: Feldwebel near Tluste, 2-seater
Johann Mattl) in enemy territory
4 29/3/16 1 Knoller-Albatros Sokal, east of Chotin Russian Morane- Flik 1 report •Buchberger's 1st V/C
B.I. 22.23 Saulnier Parasol Jindra's 1st V/C as pilot
(Obs: Kadett 2-seater forced to land;
Franz Buchberger) crashed on landing
5 9/4/16 1 Knoller-Albatros Southeast of
Kamieniec- Russian biplane Flik 1 report Fiala's 1st V/C
B.I. 22.23 Podolski, forced to land;
Obs: Lt. Vlastimil Fiala) in enemy territory crashed on landing
6 12/4/16 1 Knoller•Albatros lszkowcy, north of Russian Morane- Pilot severely wounded Spy reports of the •Victories 6 & 7
B.I. 22.23 Chotin Saulnier Parasol XI Korps occurred following
Obs: Obit. Godwin 2-seater, wrecked bombing attack on
Brumowski, 1st V/C on landing parade welcoming
Tsar Nikolaus II
to Chotin
•Tsar Nicolaus furious
•Russian Gen. Brussilow
called it "an
extraordinarily bold
and courageous deed."
7 12/4/16 1 Same West of Chotin Russian Morane- Injured in Same Brumowski's 2nd V/C
Saulnier Parasol crash landing
2-seater forced to land,
wrecked

8 26/9/16 1 H. Brandenburg Solka, French Nieuport Pilot landed smoothly Testimony of a Struckel's 1st V/C
C.I. 64.23 in enemy territory biplane, forced to land despite throat wound- captured Russian flyer
(Obs: Obit. died after landing.
Eduard Struckel)
9 18/12/16 1 H. Brandenburg Mesticanestie, Balloon Observer shot Trustworthy spies of
C.1.63.06 in enemy territory and killed the XI Korps
(Obs: Unknown)

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KENZIAN, GEORG

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
1 16/6/16 24 H. Brandenburg C.I. South of Asiago, Italian Farman Artillerie- Forst's 1st V/C
61.18 in enemy territory 2-seater, forced to land Gruppenkommando
(Pilot: Fw. Rudolf Forst)

2 20/6/16 24 H. Brandenburg C.I. Monte Cimone, Italian Farman Crew wounded, •Italian wireless •Time: noon
61.23 in enemy territory 2-seater, forced to land according to messages •Possible crew:
(Pilot: Zugs. intercepted Italian •XVII Korpskommando Capitano Luigi Govi
Josef Kiss-1st V/C) wireless messages Tenente Ferdinando
Minardi.

3 29/9/17 55J Albatros D.11I (Oef) South of Plava, Italian Nieuport

fighter, Pilot Giuseppe Tesio •Ground observers Participating (from
fighter in enemy territory forced to land (Killed) •XVI Korpskommando Flik 51)):
1. Korp. Eugen Bi:insch
(3rd V/C)
2. Lt. Alexander Tahy
(7th V/C)

4 18/11/17 55J Albatros D.I11 (Oef) Arsiero-Villaverla, Nieuport fighter, Stoluft der 11th Armee Participating:
153.27 in enemy territory downed in flames 1. Lt. Egbert Lupfer
in 153.17 (3rd V/C)
2. Offstv. Emanuel
Stumpa in 153.40
(2nd V/C)
3. Korp. Franz Lahner
in 153.19 (1st V/C)
5 27/11/17 55J Albatros D.11I (Oef) Roana, south of Asiago Italian SAML 2-seater, Possible pilot: Front reports Participating:
153.27 in enemy territory downed in flames Tenente Severo Milani Offstv. Josef Kiss
(possibly (Killed) 14th V/C
115A Squadriglia)

6 7/12/17 55J Albatros D.I11 (Oef) South of Asiago, Italian SAML 2-seater, Probable crew Front reports Participating:
fighter in enemy territory downed in flames (Both killed): 1. Offstv. Emanuel
(Prob. 121A Sq.) Tenente Osservatore Stumpa (3rd V/C)
Giuseppe Notarbartola 2. Korp. Gottlieb
and Caporale pilota Munczar (1st V/C)
Pasquale Ceccarelli
7 12/1/18 55J Albatros D.11I (Oef) Casa Rigoni, R.E. 8 A.4445 Lt. G. N. Goldie (pilot) Captured Participating:
fighter north of Asiago, (42 Sqn., RFC), (POW) and Offstv. Josef Kiss
in own territory forced to land Lt. J. D. Barnes (obs.) (18th V/C)
(POW) Zugs. Alexander Kasza
(4th V/C)
8 26/1/18 55J Albatros D.11I (Oef) Cia Pralunga, Sopwith fighter, •Koluft der 11th Armee
153.107 behind enemy lines forced to land •Ill Korpskommando
9 24/3/18 55J Albatros D.11I (Oef) Val d'Assa, Sopwith fighter Flik 55J report
fighter behind enemy lines
 KASZALAt KARL

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
13/12/16 1 Unknown 2-seater Gurahumora, Russian biplane Flik 1 report Feher's 1st V/C
(Obs: Lt. in enemy territory
Nikolaus Feher)

2 9/1/17 1 H. Brandenburg C.I Fundul-Moldovi, Russian biplane Artillery reports Varju's 1st V/C
63.23 in enemy territory crashed in a woods
(Obs.: Lt. Wilhelm and wrecked
Varju)

3 23/1/17 1 H. Brandenburg C.I. Kimpolung, Russian biplane Other aircraft of Flik 1 This victory included
63.23 in enemy territory in the army report for
(Obs: Obit. 26/1/17, but names of
Johann Baumgartner) Kaszala and
Baumgartner (2nd V/C)
not included
4 12/5/17 41) KO fighter Podsenica, Italian Farman 2-seater Possible crew: Flik 41) CO Farman was directing
in enemy territory Tenente Luigi Hptm. Godwin Italian artillery.
Giovanardi; Capitano Brumowski
Armando Giua
5 20/5/17 41) KO 28.11 Monte Santo, French SPAD 2-seater Tenente pilota Stoluft der •Time: 1030 hrs.
in enemy territory Rino Corso Fougier lsonzo Armee •Participating:
(Wounded); Hptm. Godwin
Tenente osservatore Brumowski (8th V/C)
Ubaldo Chiara
6 28/11/17 41) Albatros 0.111(Oef) Casa Serpo, Italian Savoia-Pomilio Stoluft der Participating:
fighter in enemy territory S.P.-3, 2-seater 1st lsonzo Armee Hptm. Godwin
(Possibly 114A Brumowski (28th V/C)
Squadriglia)
7 10/12/17 41) Albatros 0.111(Oef) Monastier di Treviso, Enemy fighter, Infantry reports Participating:
fighter in enemy territory probably an Italian Obit. Frank
Hanriot HD.1, marked Linke-Crawford
with letter "L" (12th V/C)
8 13/12/17 41) Albatros 0.111(Oef) Meolo, Balloon, downed •Report of ground Participating:
fighter in enemy territory in flames observer 1. Hptm. Godwin
•Infantry reports Brumowski (29th V/C)
2. Obit. Frank Linke-
Crawford (13th V/C)

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KOSTRBA, HEINRICH

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
1 18/2/16 4 Fokker A.Ill (German Forced to land Italian Caproni Ca 1 Capitano Oreste Multiple sources, •Time: 0845 hrs.
designation "E.I.") at Palmanova, bomber (serial Ca.478) Salomone (Wounded) including intercepted •For this action,
03.51 in enemy territory Tenente-Colonello Italian radio messages Salomone was first
Barbieri (Killed), and Italian airman to win
Capitano Luigi Bailo the Gold Medal for
(Killed) Military Valor, Italy's
highest decoration.
•Participating:
Hptm. Mathias
Bernath in
Fokker A-Ill 03.42
(2nd V/C)
2 18/2/16 4 Fokker A.Ill 03.51 Near Monfalcone, Italian Caudron Delayed confirmation Time: 0925 hrs.
in enemy territory 2-seater
3 18/2/16 4 Fokker A.Ill 03.51 Merna, near Gorizia Italian Caproni Ca1 Capitano Tullio Captured •Time: 0950 hrs.
in own territory bomber (serial Ca703) Visconti (Killed), and •Participating:
forced to land Capitano Gaetano 1. Obit. Ludwig
(4A Squadriglia da Turilli (pilots) (POW) Hautzmayer in Fokker
Bombardamento) A.Ill 03.52 (1st V/C)
2. Fahnrich Brociner
in Fokker A-Ill 03.41
(1st V/C)
3. Unknown 2-seater
with crew: Pilot: Zugs.
Josef Cagasek
(1st V/C); Obs: Kadett
Viktor Wittek
(1st V/C)
4. Unknown 2-seater
with crew: Pilot
unknown; Obs:
Kadettaspirant Otto
Stella (1st V/C)
4 7/6/16 23 H. Brandenburg C.I. Corna d'Aquilio, Italian Farman 2-seater, Artillerie-Gruppen- •Time: 0930 hrs.
26.09 southeast of Borghetto forced to land kommando in Rovereto •One-hour dogfight.
(Obs: Obit. •Farman returning
Johann Frint) from a bombing
attack on Trento
•Frint's 2nd V/C.
5 29/6/16 23 H. Brandenburg C.I. Monte Pasubio- Italian "Large-Farman" Tenente Paccinotti Intercepted Italian •Victories 5, 6, and 7
26.09 Leogra Valley, crashed and wrecked (KIA), Sottotentente radio messages, which occurred during an
(Obs: Obit. in enemy territory Satonino included identities extended combat
Johann Frint) (Severely wounded) of crew members between 0715 and
Soldato Bario (WIA) 0820 hrs.
Soldato Gioanni •Frint's 4th V/C
Facta (KIA)
 6 29/6116 23 Same Val Ronchl, Italian Farman 2-seater, Stoluft der 11th Armee Frlnt's 5th V/C
in enemy territory forced to land

7 29/6/16 23 Same East of Vignola, Italian Farman 2-seater, Stoluft der 11th Armee Frint's 6th V/C
in enemy territory forced to land

8 20/8/16 23 H. Brandenburg C.I. Arsiero, Italian Farman 2-seater Infantry reports 26.09 flown alone by
26.09 behind enemy Kostrba, without
positions an observer

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TAHY, ALEXANDER

Vic. No. Date Flik Aircraft Flown Place EnemyA/C (Squadron) Enemy Crew Confirmation Comments
3/12/16 19 Unknown 2-seater Near Gorizia Italian Caproni
bomber, Stoluft der 5th Armee •Caproni returning
(Pilot: Fw. Heinrich forced to land from an attack
Mahner-1st V/C) on Trieste
•Participating:
(in a 2-seater) Hptm.
Adolf Heyrowsky
(6th V/C), Fahnrich
Stefan Wagner
(1st V/C)
2 11/5/17 19 H. Brandenburg C.I. Sober-Vertojba, Italian Nieuport fighter •Stoluft der 5th Armee Participating (in a pair
27.n behind enemy lines •lnfanterie Div. Nr. 14 of unidentifed 2-seaters):
(Pilot: Korp. 1. Pilot: Zugs. Karl
Ernst Heinz-1st V/C) Reithofer; Obs: Obit.
Artur Klose-Kuschel
2. Pilot: Zugs. Julius
Schmidt; Obs: Lt.
Michael Sawczuk
(1st V/C for all)
3 14/5/17 19 Unknown 2-seater Merna, near Gorizia, Italian Nieuport fighter Possible pilot: •Infantry reports Time: 0730 hrs.
(Pilot: Zugs. Stefan in enemy territory Tenente Francesco •Stoluft der 5th Armee
Fejes-2nd V/C) Broili (76A Squadriglia)
(Killed)
4 3/6/17 19 Unknown 2-seater Near Sober, Italian Nieuport fighter Pilot killed (According I nfanterie-Division •Time: 0930 hrs.
(Pilot: Korp. Johann behind enemy to testimony of POWs) Nr. 14 •Participating
Szeikovics-1st V/C) (in 2-seaters):
1. Hptm. Adolf
Heyrowsky (10th V/C),
Obit. Ladislaus
Hauser (2nd V/C)
2. Zugs. Karl Reithofer
(2nd V/C), Lt. Josef
Purer (5th V/C)
5 26/6/17 19 Unknown 2-seater Sober, Italian Caudron Observer possibly I nfanterie-Brigade •Time: 0930 hrs.
(Pilot: Zugs. Stefan behind enemy lines 2-seater Tenente Paolo Sobrero Nr. 28 •Participating
Fejes-5th V/C) (in 2-seater):
Hptm. Adolf
Heyrowsky (12th V/C);
Obit. Ladislaus
Hauser (4th V/C)
6 28/9/17 51] Albatros D.111(Oef) North of Plava, Italian balloon of the Tenente osservatore •Ground observers •Attack at 700 meters
fighter in enemy territory 2A Gruppo Sezione Paolo Calisse, near Brestovica altitude, despite flak
Aerostatica, downed escaped with •XVI Korpskommando and 2 Hanriot
in flames parachute. fighters.
•Participating:
Korp. Eugen Bonsch
(2nd V/C)
 7 29/9/17 51) Albatros D.111 (Oef) South of Plava, Italian Nieuport fighter PIiot: Giuseppe Tesio •Ground observers Participating:
fighter in enemy territory (Killed) •XVI Korpskommando Korp. Eugen Bonsch
(3rd V/C) and
Obit. Georg Kenzian
of Flik SSJ(3rd V/C)

8 21/2/18 51) Albatros 0.111(Oef) Casa Zonta, south of Sopwith fighter, •lnfanterie-Oivision Participating:
153.127 Papadopoli Island, crashed in flames Nr. 33 Zugs. Eugen Bi:insch
behind enemy lines •XVI Korpskommando (5th V/C)

UDVARDY, FERDINAND

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
1 10/7/17 42) KO 28.42 Monte Sabotino, Italian SPAO fighter •Ground observers Time: 1745 hrs.
behind enemy lines •Infantry & artillery
reports

2 10/7/17 42) KO 28.42 Monte Sabotino, just Italian Nieuport fighter •Ground observers •Participating:
behind enemy lines •Infantry & artillery Fw. Johann Risztics
reports (2nd V/C)
•Two 2-seaters of Flik 2 •Nieuport destroyed
on ground by artillery.

3 23/9/17 42) Unidentified fighter Nova Vas, SPAO fighter with •Infantry reports Participating:
near Kostanjevica, French cockades, •Stoluft der 1st Obit. Ernst
behind enemy lines downed in flames lsonzo Armee Strohschneider
(3rd V/C)

4 23/9/17 42) Unidentified fighter Near Kostanjevica, Italian Savoia-Pomilio Pilot possibly: •Infantry reports Participating:
behind enemy lines 2-seater (Possibly 40A Tenente Giuseppe •Stoluft der 1st Obit. Ernst
Squadriglia) Cartoni lsonzo Armee Strohschneider
(4th V/C)

5 26/9/17 42) Unidentified fighter Near Ronchi, SPAO fighter Stoluft der 1st Participating:
in enemy territory lsonzo Armee 1. Obit. Ernst
Strohschneider
(5th V/C)
2. Fw. Vinzenz Magerl
(4th V/C)
3. Korp. Karl
Teichmann (1st V/C)

6 26/10/17 42) Unidentified fighter Grado Italian seaplane Confirmed Participating:

Obit. Ernst
Strohschneider
(8th V/C)
7 20/5/18 42) Probably Albatros 0.111 Over the Montello Italian Hanriot H0.1 Confirmed
(Oef) fighter fighter

8 20/6/18 42) Albatros 0.111(Oef) Nervesa, Italian Hanriot H0.1 Pilot possibly Numerous reports Part of the so-called
153.165 in enemy territory fighter (Possibly Sergente Antonio Nava "Air Battle Over
81A Sq.) (Killed) The Montello"
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FRIEDRICH, JOSEF

Vic. No. Date Flik Aircraft Flown Place EnemyA/C (Squadron) Enemy Crew Confirmation Comments
1 4/7/16 16 H. Brandenburg C.I. Malborghet, Italian Farman 2-seater Both taken POW Captured •Time: 0825 hrs.
64.14 in own territory, (Serial MF857), •Stojsavljevic's 1st V/C
(Pilot: Hptm. Raoul forced to land downed intact with
Stojsavljevic) shots through fuel tank
2 25/7/16 16 Unidentified 2-seater Monte Paularo, Farman 2-seater Possible crew: Front reports •45 minute dogfight
(Pilot: Hptm. Raoul in enemy territory Sergente pilota •Stojsavljevic's 2nd V/C
Stojsavljevic) Emilio Zampieri and
Sottotenente
osservatore Felice
Fiorentini
3 7/8/16 16 H. Brandenburg C.I. Val di Raccolana, Farman 2-seater Observer apparently Infantry reports Stojsavljevic's 3rd V/C
64.13 in enemy territory killed or severely
(Pilot: Hptm. Raoul wounded
Stojsavljevic)
4 17/4/17 16 H. Brandenburg C.I Villach, forced to land Farman 2-seater, Both taken POW Captured Stojsavljevic's 6th V/C
68.11 on their own airfield lightly damaged
(Pilot: Hptm. Raoul and captured
Stajsavljevic)
5 3/5/17 16 H. Brandenburg C.I. Seebach Valley, Farman 2-seater Abschnittskommando •Friedrich's 1st V/C as
68.59 • behind enemy lines a pilot.
(Obs: Lt. Hans •Participating:
Rucker-1st V/C) Offstv. Josef Siegel in
a KD fighter (3rd V/C)
6 18/8/17 24 Albatros D.III (Oef) Grigno, SPAD fighter Infantry reports Furious dogfight over
53.38 in enemy territory Ill Korpskommando Monte Lisser
7 3/11/17 24 Albatros D.I11 (Oef) Monte Pau, Balloon downed Intercepted Italian
53.29 in enemy territory in flames radio dispatch
 HAUTZMA YER, LUDWIG

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
1 18/2/16 19 Fokker A.Ill 03.52 Intercepted over Italian Caproni Ca1 Capitano pilota Captured aircraft •Hautzmayer's 1st
Comen; forced to land (serial Ca703) of the Tullio Visconti (Killed) operational flight as
at Merna, near Gorizia 4A Squadriglia and Capitano pilota a pilot
da Bombardamento Gaetano Turilli (POW) •Other details see:
Heinrich Kostrba's
3rd V/C
2 29/4/16 19 H. Brandenburg C.I. Near San Daniele, "Italian Battleplane", •Photo taken with their •Time: morning
26.08 in enemy territory forced to land reconnaissance •Fiala's 1st V/C
(Obs: Obit. Benno Fiala) camera
•Army report
3 9/8/16 19 Fokker A.Ill 03.42 Behind Caudron 2-seater, Possible crew: Eye witnesses •Time: afternoon
enemy positions forced to land Sottotenente Quintillio •Hautzmayer one of
De Medio and Tenente very few pilots with
Luigi Premoli multiple Fokker
Eindecker victories.
4 28/8/17 19 Albatros D.I11 (Oef) Monfalcone, Caproni bomber Possible crew: •Stoluft der Participating:
53.62 behind enemy lines (Possibly SA Sergente Agostino lsonzo Armee Obit. Josef
Sq. da Bombardamento) Galli, Caporale •23 Korpskommando Hoffmann (2nd V/C)
Gino Salvadore and
Sergente Arturo
Vischioni
5 13/3/18 51) Albatros D.11I (Oef) North of Spresiano, Italian SIA-7B 2-seater, •Pilots of Flik 51) Participating:
153.142 in enemy territory struck ground with •Crew of 2-seater of Obit. Benno Fiala
open throttle, Flik 12P which was (12th V/C)
exploding it's being escorted
bomb load. (Obs: Lt. Stefan Bastyr)
6 7/10/18 61) Albatros D.III (Oef) West of San Dona English airplane Flak-Gruppen- Documents for this
253.26 di Piave, shot down kommandos 7 & 23 victory only
in enemy territory discovered in
December, 1983
7 27/10/18 61) Albatros D.11I (Oef) On own airfield Italian Ansaldo SVA Pilot: Tenente Own airfield
series 253 of Portobuffole reconnaissance aircraft, Vincenzo Contratti
downed in flames (Killed)
(87A Sq.)

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JAGER,OTTO

Vic. No. Date Flik Aircraft Flown Place EnemyA/C (Squadron) EnemyCrew Confirmation Comments
1 5/5/16 10 Knoller-Albatros B.I. Kol. Kowiny Russian "large Infantry reports •Time: 0900 hrs.
22.10 behind enemy positions battleplane" •Urban's 1st V/C
(Pilot: Zugs. (Near Koryto) forced to land
Karl Urban) (Possibly Sikorsky)

2 3/6116 10 Knoller-Albatros B.I. Stepan, Russian "large Farman" Testimony of both •Time: 0700 hrs.
22.31 behind enemy lines forced to land officer-observers •Participating (in
(Pilot: Zugs. Fritz Knoller-Albatros B.I.
Rottmann's 1st V/Q 22.13): Pilot, Zugs.
Hermann Rost
(1st V/C);
Obs, Ladislaus Korbuly
(1st V/Q

3 7/6116 10 Knoller-Albatros B.I. Over Chorlupy Russian Farman Testimony of both •Time: 0730 hrs.
22.10 and Klewan, 2-seater, forced to land officer-observers •Participating (in
(Pilot: Zugs. behind enemy lines near Ostrosez Knoller-Albatros B.I.
Karl Urban's 2nd V/Q 22.31):
Pilot, Zugs. Fritz
Rottmann (2nd V/Q;
Obs, Obit. Philipp Graf
Grunne (1st V/Q
4 7/6116 10 Same Same Russian Farman Same •Same
2-seater, forced to land •Urban's 3rd V/C
near Olyka

5 2/8/16 10 H. Brandenburg C.I. East of Szelwow, Russian Farman Both killed according Testimony of POWs •Time: 0700 hrs.
64.15 behind enemy lines 2-seater, crashed to testimony of •Urban's 4th V/C
(Pilot: Zugs. in a wood of many POWs
Karl Urban)

6 ']J)/7/17 27 Albatros D.111(Oef) Wybudow, north of Russian 2-seater Crew of H. lager's 1st V/C as
53.45 Brzezany, in biplane with stationary Brandenburg C.I. 64.35 a pilot
enemy territory motor, forced to land (Flik 27): Pilot,
Korp. Sattler; Obs,
Lt. Richard Mayer
7 19/8/17 42) Albatros D.111(Oef) Over the Hermada Italian reconnaissance Infantry reports •Time: 0840 hrs.
153.14 2-seater •Later in this combat,
Jager was shot down
and killed by an Italian
Nieuport, crashing near
lwanigrad.
 von MAIER, JOSEF

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
1 15/11/17 55J Albatros D.11I (Oef) Monte Cimano-Monte Italian Caproni bomber For details of crews •Koluft der 11th Armee Victories 1 & 2 scored
153.64 Summano-Asiago for 1st & 2nd V/C, •Gruppen- kommando with Offstv. Julius Arigi
cf. Arigi's 15, 16, FML Kletter (15th, 16th, & 17th V/C)
& 17th V/C •Flak Batterie and Stabs. Josef Kiss
(8th & 9th V/C) when 3
out of a formation of 4
Caproni bombers were
shot down (2 in flames,
1 forced to land); the
pilot of one Caproni
(Ca3 Serial 2371)
(Tenente Gino Lisa) for
this action awarded
Italy's highest
decoration-the Gold
Medal for Military
Valor
2 15/11/17 55J Same Same Italian Caproni bomber Same
3 17/11/17 55J Albatros D.11I (Oef) South of Asiago-Arsiero Italian Savoia-Pomilio •Koluft der 11th Armee Victories 3 & 4 part of a
153.64 2-seater •Gruppen-kommando flight of 2 SAML and 1
FML Kletter Savoia-Pomilio2-seaters
•Flak Batterie shot down with Offstv.
Julius Arigi (18th, 19th,
& 20th V/C) and Stabs.
Josef Kiss (10th V/C)
4 17/11/17 55J Same Same Italian SAML 2-seater Observer possibly Same
downed in flames Tenente Spartaco Rossi
(Possibly 112A
Squadriglia)
5 18/11/17 55J Albatros D.11I (Oef) Monte Cengio Italian Savoia-Pomilio Possible crew: •Koluft der 11th Armee •Scored with Offstv.
153.64 2-seater, downed Capitano Luigi Sella •Gruppen-kommando Julius Arigi and Stabs.
in flames (pilot), FML Kletter
Sottotenenete •Flak Batterie Josef Kiss
Enrico Silenzi (obs.) •Altogether, 1 Savoia-
(KIA) Pomilio and 1
unknown type were
downed (Arigi's 21st
& 22nd V/C, Kiss'
11th & 12th V/C)

6 7/12/17 55J Albatros D.11I (Oef) East of Asiago, Pomilio P.E. 2-seater Tenente pilota Koluft der 11th Armee Victories 6 & 7 scored
behind enemy lines (134ASq.), Ermenegildo Laghi and with Offstv. Julius Arigi
forced to land Sottotenente (23rd & 24th V/C) and
osservatore Ettore Offstv. Josef Kiss
Bovera (15th & 16th V/C)
7 7/12/17 55J Same Monte Sprung SAML 2-seater, downed Possible crew: Same
in flames (Possibly Caporale Pasquale
121 Sq.) Ceccarelli (pilot)
and Tenente Edoardo
Velo (obs.) (Both KIA)
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RISZTICS, JOHANN

Vic. No. Date Flik Aircraft Flown Place EnemyA/C (Squadron) Enemy Crew Confirmation Comments
1 30/6/17 42] KD 28.23 Podgera, Italian Nieuport fighter •2 ground observers •Time: 1000 hrs.
behind enemy lines •Obit. Ludwig •Flik 42J's 1st victory
Hautzmayer of Flik 19 •Escort flight for
2-seater of Flik 4

2 10/7/17 42] KD fighter Monte Sabotino, Italian Nieuport fighter •Ground observers •Time: 1745 hrs.
just barely behind destroyed on ground •Artillery reports •Participating:
enemy positions by artillery fire •Two 2-seater crews Zugs. Ferdinand
after crash from Flik 2 Udvardy (2nd V/C)
3 9/8/17 42] Probably KD fighter Kolowrat-RUcken Italian Nieuport fighter, •Reports of Flik 12 & •Time: 0830 hrs.
behind enemy lines downed in flames Flik 42J •Participating:
•Stoluft der lsonzo Obit. Benno Fiala,
Armee Flik 12 (3rd V/C)
4 11/8/17 42] Unknown Over the Hermada, Italian SPAD fighter Infantry reports Time: 1800 hrs.
behind enemy lines
5 Probably 42] Unknown Unknown Unknown Unknown Unknown
1917.

6 17/4/18 42] Albatros D.11I (Oef) Montello, Enemy fighter •Infantry reports Escort flight for
fighter behind enemy lines •A balloon company Au stro-Hu ngarian
•II Korpskommando 2-seater
7 4/5/18 42] Albatros D.11I (Oef) North of Cornuda, Sopwith fighter Pilot possibly: Stoluft der 6th Armee
fighter in enemy territory Sergente Giovanni
Nicelli (8 victories)
(killed)
 DOMBROWSKI, ANDREAS

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
1 17/8/16 29 H. Brandenburg C.I. In enemy territory Russian Voisin 2-seater, Flik 29 report •10-minute dogfight
26.37 forced to land •Sycek's 1st V/C
(Obs: Kadettaspirant
Franz Sycek)
2 5/2/17 29 H. Brandenburg C.I. West of Comanestie, Nieuport fighter, Front reports •Rumanian front.
26.44 in enemy territory forced to land •Patzelt's 1st V/C
(Obs: Obit. Karl
Patzelt)
3 13/6/17 29 H. Brandenburg C.I. Northwest of Oriesti, Nieuport fighter, Front reports •Time: 0930 hrs.
69.54 in enemy territory forced to land •Katona's 1st V/C
(Obs: Rittmeister
Dr. Moritz Katona
de Dercsika)
4 21/6/17 29 H. Brandenburg C.I. North of Borsani, Nieuport fighter, Front reports Patzelt's 2nd V/C
69.61 near Cotofanestie, crashed in a wood
(Obs: Obit. in enemy territory
Karl Patzelt)
5 10/7/17 29 H. Brandenburg C.I. Soveja, just "Three motor Front reports Malitzky's 1st V/C
69.61 behind enemy lines large aircraft"
(Obs: Lt, Andreas
Malitzky)
6 4/5/18 68] Albatros D.11I (Oef) Montebelluna, Sopwith Camel •Infantry reports •Time: late morning
153.195 in enemy territory (66 Sqn. RAF), •Flik 68] reports •Italian front
downed in flames •Only fighter victory
•In same combat,
Dombrowski
wounded in face and
forced to land on
own territory at Piave
di Soligo.

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FRINT, JOHANN

Vic. No. Date Flik Aircraft Flown Place EnemyA/C (Squadron) Enemy Crew Confirmation Comments
1 29/4/16 23 Lloyd C.11I43.60 West of Monte Tomba, Italian Farman 2-seater, Infantry reports •Time: 0750 hrs.
(Pilot: Korp. in enemy territory forced to land •South-Tyrolean front.
Ernst Kerschischnig) •Kerschischnig's 1st V/C
2 7/6/16 23 H. Brandenburg C.I. Como d'Aquilo, Italian Farman 2-seater, Artillerie-Gruppen- •Time: 0930 hrs.
26.09 southeast of Borghetto, forced to land kommando in Rovereto •One-hour dogfight.
(Pilot: Hptm. in enemy territory •Kostrba's 4th V/C.
Heinrich Kostrba)
3 29/6/16 23 H. Brandenburg C.I. Over Monte Pasubio, Italian "Large Farman" Tenente Paccinotti Intercepted Italian •Victories 3, 4, & 5
26.09 crashed in the (Killed), Sottotenente radio dispatches occurred in a running
(Pilot: Hptm. Val d'Leogra Satonino (Severely battle with an Italian
Heinrich Kostrba) wounded, Soldato formation between
Gioanni Facta (Killed), 0715 and 0820 hrs.
and Soldato Bario •Kostrba's 5th V/C
(Wounded)
4 29/6/16 23 Same Val Ronchi, Italian Farman 2-seater, Stoluft der 11th Armee Kostrba's 6th V/C
in enemy territory forced to land
5 29/6/16 23 Same East of Vignola, Italian Farma.n 2-seater, Stoluft der 11th Armee Kostrba's 7th V/C
in enemy territory forced to land
6 8/8/16 23 H. Brandenburg C.I. Val Grezzana, Italian Nieuport fighter, Photo made with •Time: 0830 hrs.
26.15 in enemy territory forced to land Frint's reconnaissance •Air fight over Verona
(Pilot: Zugs. camera with 4 Italian aircraft
Ernst Franz) •Franz's 1st V/C
 KASZA, ALEXANDER

Vic. No. Date Flik Aircraft Flown Place EnemyA/C (Squadron) Enemy Crew Confirmation Comments
1 15/11/17 55) Albatros D.11I (Oef) North of Bassano, Savoia-Pomilio Stoluft der 11th Armee Participating:
153.19 in enemy territory 2-seater, downed Fw. Alois Lehmann in
in flames Albatros D.11I (Oef)
153.18 (1st V/C)
2 17/11/17 55) Albatros D.11I (Oef) North of Valstagna Italian Nieuport fighter, Stoluft der 11th Armee Participating:
153.19 downed in flames Lt. Egbert Lupfer in
Albatros D.11I (Oef)
153.17 (2nd V/C) and
Offstv. Emanuel
Stumpa in Albatros
D.11I 153.40 (1st V/C)
3 23/11/17 55) Albatros D.11I (Oef) Bassano-Rubbio, Nieuport fighter, Stoluft der 11th Armee
153.40 in enemy territory downed in flames
4 12/1/18 55) Albatros D.11I (Oef) Casa Rigoni, British RE-8 Lt. G. N. Goldie (pilot) Captured Participating:
north of Asiago, (Serial A.4445, and Lt. ). D. Barnes Obit. Georg Kenzian
in own territory 42 Sqn. RFC), forced (obs.) (Both POW) (7th V/C) and
to land Offstv. Josef Kiss
(18th V/C)
5 22/5/18 55) Unknown South of Cima Sopwith fighter, XIII Korpskommando
Maora, in forced to land
enemy territory
6 9/6/18 55) Phonix D.lla 422.14 East of Aqua Viva, British Bristol F.2b •Lt. E. M. Brown (pilot) Captured British crew set fire
near Besenella, (Serial C.4700 of "Z" and 2/Lt. C. A. Gordon to their aircraft after
in own territory flight-later 139 Sqn.- (obs.) landing and
RAF), forced to land •Both captured after a destroyed it.
with shots through short escape
engine

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NIKITSCH, KARL

Vic. No. Date Flik Aircraft Flown Place EnemyA/C (Squadron) EnemyCrew Confirmation Comments
1 19/7/17 39 Albatros D.11I (Oef) Fitonesti, Farman 2-seater, Stoluft der 1st Armee Nikitsch was CO of
53.24 in enemy territory forced to land "Jagd-Flieger
Detachments
Hauptmann Nikitsch"
on the Romanian front.
2 23/7/17 39 Albatros D.11I (Oef) Zabrau Valley, SPAD fighter, •Artillery reports •Time: 0630 hrs.
53.41 in enemy territory crashed vertically •Infantry reports •Escort for 2-seater
of Flik 29.
3 9/8/17 39 KD 28.29 Grosesci, Nieuport figher, •Escorted 2-seater •Time: 1800 hrs.
in enemy territory forced to land •Artillerie-Gruppe •Escort flight
Hollander
4 11/8/17 39 KD 28.29 Onesti, Nieuport fighter, Stoluft der 1st Armee •Time: 1130 hrs.
in enemy territory crashed with •Participating:
somersault Zugs. Johann
Hramann in Albatros
D.11I (Oef) 53.24
(1st V/C)
5 30/8/17 39 KD 28.29 Grozesti, Farman 2-seater •Front reports Time: 1100 hrs.
in enemy territory •VIII Korpskommando
6 27/11/17 39D Albatros D.11I (Oef) Monte Grappa, Italian Savoia-Pomilio Pilot possibly •German 2-seater Italian front
153.71 in enemy territory 2-seater, downed Tenente Severo Milani •German 14th army
in flames (Killed)
 PETER,FRANZ

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
1 16/7/18 3) Albatros D.11I (Oef) Val del Concei, Italian Hanriot fighter Abschnittskom mando For details of victories
in enemy territory Riva 1 & 2, see Navratil's
3rd & 4th V/Cs.

2 16/7/18 3) Albatros D.I11 (Oef) Same Same Same

3 4/8/18 3) Albatros D.I11 (Oef) Etsch Valley, Italian Ansaldo SVA-5 Sergente pilota Own territory
253.05 south of Aldeno, photo-single seater, Bartolomeo Arrigoni,
in own territory totally wrecked Killed
(1'" Sezione)

4 20/8/18 3) Albatros D.I11 (Oef) Vignola, Italian 2-seater, Crew: Luftabwehrbattierie

253.04 behind enemy lines downed in flames Sergente GuidoGoria Nr. 119
(134ASquadriglia) (pilot) (Wounded),
Tenente Ambrogio
Strada (obs.) (Killed)

5 17/9/18 3) Probably an Borcola Pass on Italian SIA 2-seater, One crew member Own territory Enemy pilot:
Albatros D.111(Oef) Monte Pasubio downed in flames escaped with Sergente Annibale
(no man's land) (134ASq.) parachute, landing Tonta (Killed)
behind Italian lines,
but died soon
afterwards.

6 7/10/18 3) Albatros D.III (Oef) On the road between British Sopwith Camel Pilot: 2/Lt. G. R. Own territory Participating:
253.04 Trento & Pergine, (Serial E.1498,66 Sqn., Leighton (Killed) Zugs. Kurt Steidl in
in own territory RAF), crashed and Albatros D.11I (Oef)
wrecked 253.120 (2nd V/C)

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PURER,JOSEF

Vic. No. Date Flik Aircraft Flown Place EnemyA/C (Squadron) EnemyCrew Confirmation Comments
1 18/11/16 19 Two-seater with San Marco, Italian Voisin 2-seater, •Infantry reports
unknown pilot in own territory crashed and wrecked •Own territory
2 28/12/16 19 H. Brandenburg C.I. Konstanjevica-Gorizia, Italian Voisin 2-seater •Stoluft 5th der Armee
29.63 crashed west of •I nfanterie-Division
(Pilot: Hptm. Adolf San Marco in Nr. 58
Heyrowsky-7th V/C) no man's land
3 28/2/17 19 H. Brandenburg C.I. In enemy territory Italian Farman 2-seater FIi k 19 reports
68.32
(Pilot: Zugs. Ernst
Heinz-1st V/C)
4 17/4/17 19 H. Brandenburg C.I. Between Gorizia Italian Nieuport fighter Infantry reports Participating (in H.
29.64 train station and the crashed and wrecked Brandenburg C.I.
(Pilot: Hptm. Adolf road to Salcano prototype 20.09): Zugs.
Heyrowsky-8th V/C) Stefan Fejes (1st V/C);
Obit. Oskar Zeisberger
(1st V/C)
5 3/6/17 19 Unidentified 2-seater Sober, Italian Nieuport fighter Pilot killed, according I nfanterie-Division •Time: 0930 hrs.
(Pilot: Zugs. Karl behind enemy to testimony of POWs Nr. 14 •For participating
Reithofer-2nd V/C) positions see Heyrowsky
10th V/C
6 19/6/17 19 H. Brandenbrug C.I. Sober, near Vertojba, Italian Nieuport fighter •Infantry reports Fejes' 4th V/C
29.63 behind enemy lines •Luftabwehrbatterie
(Pilot: Zugs.
Stefan Fejes)
N/C 19/6/17 19 Same Same Italian Nieuport fighter None 29.63 so badly shot up
that Fejes and Purer
must force-land near
Schon pass.
 SCHMIOT,ROMAN
Vic. No. Date Flik Aircraft Flown
1 13/4/17 7 H. Brandenburg C.I.
67.03
(Pilot: Fw. Paul
Hablitschek-1st V/C)
2 8/9/17 13 Oeffag C.1152.58
(Pilot: Korp. Wilhelm
Oppelt-1st V/C)
3 4/10/17 13 Lloyd C.V 46.01
(Pilot: Zugs. Adolf
Wiltsch-1st V/C)
4 12/7/18 30J Phi:inix D.I. 128.12
5 23/7/18 30J Phi:inix D.I. 128.12
6 27/10/18 74J Probably Aviatik D.I.
series 138. fighter
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Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
Bohorodzany, Russian Nieuport •Infantry reports •Time: morning
behind enemy lines fighter, forced to land •Stoluft der 3rd Armee •67.03 badly damaged
and forced to land
•Hablitschek severely
injured in crash &
died 26/5/17
Ch. Razbita, Russian Nieuport I nfanterie-Division
in no man's land fighter Nr. 55
Juridica, Russian Sopwith Infantry reports
behind enemy lines fighter, downed
in flames
Monte Tomba, Italian SAML 2-seater Luftabwehr-Gruppen- Escort flight for
in enemy territory Kommando des 15 2-seater of Flik 53D
Korps
San Godega di Urbano, British Bristol F.2b •Lt. V. D. Fernald (pilot) Own territory
in own territory (Serial "C.4762, and Lt. W. C. Watkins
(139 Sqn., RAF) (obs.) (Both killed)
•Both buried with full
honors by all the Fliks
of the 6th Army
Mountains between Italian Caproni bomber, Lt. Dewitt F. Own territory •Time: 1230 hrs.
Vittorio & Belluno, Ca-3, Serial 4071, Coleman, Jr. (pilot) •For this action,
in own territory (6A Squadriglia (U.S. Army); Lt. James L Dewitt Coleman was
da Bombardamento), Bahl, Jr. (pilot) awarded the highest
downed in flames (U.S. Army); Tenente Italian decoration for
osservatore Vincenzo bravery, the
Cutello, Sergente Gold Medal for
mitraglieri Tarcisco Military Valor.
Canterutti (All 4 killed)
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WEBER,RUDOLF

Vic. No. Date Flik Aircraft Flown Place EnemyA/C (Squadron) Enemy Crew Confirmation Comments
1 12/6/16 25 H. Brandenburg C.I. Zbaraz, Russian Voisin 2-seater, Flik 25 reports •Time: 1930 hrs.
26.21 behind enemy lines forced to land •Weber severely
(Pilot: Zugs. wounded by shell
Vinzenz Magerl) fragment in his
lower jaw
•Magerl's 1st V/C
2 11/8/17 2 Unknown 2-seater Unknown Italian Nieuport fighter Front reports •Time: 1100 hrs.
(Obs: Lt. Franz Schutz) •Italian front.
•Schlitz's 3rd V/C.
3 11/8/17 2 Unknown 2-seater Unknown Italian ·Nieuport fighter •Infantry reports Kainz's 1st V/C
(Obs: Obit. •XV Korpskommando
Bruno Kainz)
4 12/8/17 2 Unknown 2-seater In enemy territory, Italian reconnaissance Pilot possibly •Stoluft der lsonzo •Time: 1000 hrs.
(Obs: Lt. near Kambresko 2-seater (Possibly Sergente Guido Branca Armee Kratochwill's 1st V/C
Alfons Kratochwil!) 40A Squadriglia) •XV Korpskommando
5 14/9/17 2 Unknown 2-seater Unknown Italian aircraft Confirmed Goth's 2nd V/C
(Obs: Lt.
Emmerich Goth)
6 26/10/17 2 Possibly KD 65.73 Podlesce, Italian SPAD fighter, Flik 2 reports
behind enemy lines forced to land
 BUSA, JULIUS

Vic. No. Date Flik Aircraft Flown Place EnemyA/C (Squadron) Enemy Crew Confirmation Comments
1 23/6/16 14 Lloyd C.1142.45 Russian airfield Russian biplane, Flik 14 reports •Time: afternoon
(Observer: Einjahric- at Rudnia forced to land •Victories 1 & 2 scored
Freiwilliger Kadett- during brief fight with
Aspirant Hermann the expenditure of
Klecker-1st V/C) only 60 rounds from
Klecker's machine
gun
2 23/6/16 14 Same, except Klecker's Same Russian biplane, Same
2nd V/C forced to land

3 23/11/16 14 H. Brandenburg C.I. Area of Brody- Russian aircraft, Army reports Victories 3, 4, & 5 were
26.60 Beresteczko shot down scored during intense
(Observer: Leutnant dogfight by means of
Johann Popelak- Popelak's machine
1st V/C) gun. The triple victory
was published in the
4 23/11/16 14 Same, except Popelak's Same Russian aircraft, Same official Austro-
2nd V/C shot down Hungarian Army report
with Popelak's name.
5 23/11/16 14 Same, except Popelak's Same Russian aircraft, Same No mention of the
3rd V/C shot down NCO pilot, Busa, was
made, however.

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HEFTY,FRIEDRICH
Vic. No. Date Flik Aircraft Flown Place EnemyA/C (Squadron) EnemyCrew Confirmation Comments
1 23/8/17 44F H. Brandenburg C.I. Tirgul Ocna Farman 2-seater Confirmed in citation Rumanian front
69.79 for Hefty's 1st Gold
(Obs: Leutnant Bravery Medal
Printzen)
2 27/10/17 42) Aviatik D.I. ("Berg") Lake Doberdo Unknown type Nachrichtenblatt der •Italian front
38.10 k.u.k. Luftfahrtruppen •Participating:
Zugs. Paul Jelinek
(1st V/C)
3 17/4/18 42) Albatros D.I11 (Oef) On the Montello, Sopwith fighter, •II Korpskommando Participating:
153.169 behind enemy lines forced to land •Citation for Hefty's Stabs. Ferdinand Takacs
2nd Gold Bravery (2nd V/C)
Medal
N/C 16/6/18 42) Albatros D.III (Oef) Montello, Nieuport fighter, None
153.169 in enemy territory shot down
N/C 17/6/18 42) Albatros D.11I (Oef) Montello, Italian Caproni bomber None This victory was
153.169 in enemy territory scratched on his
windscreen by Hefty.
4 20/6/18 42) Albatros D.11I (Oef) Susegana, English 2-seater Severely injured Luftabweh rbatterie •Time: 1045 hrs.
153.169 in own territory 6/131 •Hefty's aircraft
identified as bearing
"a large black six"
5 20/6/18 42) Albatros D.11I (Oef) Montello Reconnaissance Pilot possibly: Numerous sources
153.169 2-seater exploded Tenente Giovanni
against the Montello Saccani
(Possibly -I' Squadriglia)
N/C 20/6/18 42) Albatros D.I11 (Oef) Spresiano Hanriot HD-1 fighter, None This victory also
153.169 downed in flames scratched on Hefty's
windscreen
N/C 22/6/18 42) Albatros D.11I (Oef) The Montello, Nieuport fighter, None Time: evening
153.265 in enemy territory shot down
 KOWALCZIK, JULIUS

Vic. No. Date Flik Aircraft Flown Place EnemyA/C (Squadron) Enemy Crew Confirmation Comments
1 14/10/16 24 H. Brandenburg C.I. Near Pergine airfield, Italian Farman 2-seater, •Sergente pilota •Time: 1700 hrs.
61.18 in own territory crashed and exploded Francesco Bobbio, and •South-Tyrolean front
(Obs: Oberstleutnant observer, both killed •Participating (in
Leo Nadherny-1st V/C) •Buried with all honors H. Brandenburg C.I.
in Pergine cemetery 61.23): Zugs. Wenzel
Schwarz (1st V/C),
Obit. Johann Fischer
(1st V/C)
2 18/3/17 24 H. Brandenburg C.I. Between Asiago Italian Farman 2-seater, Kampfgruppe Oberst. •Time: 1000 hrs.
29.71 and Canove, crashed in flames Karg •29.71 armed with
(Obs: Obit. Viktor behind enemy lines forward and rear
Breitenfelder-1 st V/C) machine guns
3 18/3/17 24 Same, except Near Grigno, Italian Voisin 2-seater, Kampfgruppe Oberst- Time: 1015 hrs.
Breitenfelder's 2nd V/C in enemy territory forced to land leutnant Meehl on
Monte Civaron
4 10/6/17 24 Possibly a KD fighter Val d'Astico, Italian Caproni bomber •Sottotenente pilota: Own territory Participating:
in own territory cr3shed in flames Massimo Arici; •An unidentified
(5 Gruppo) •Sottotenente pilota: 2-seater (Flik 17)
Emilio Lodesani; Stabs. Karl Maurer
Tenente osservatore: (2nd V/C), Obit. Max
Frederico Caneva; Schossleitner (3rd V/C)
Caporale mitraglieri: •H. Brandenburg C.I.
Romeo Betteghella 129.23 (Flik 21):
(All killed) Fw. Richard Schuster
•All buried with (1st V/C), Lt. Franz
full honors Neuberger (1st V/C).
5 19/6/17 24 Albatros D.11 (Oef) Cima Maora in Italian Caudron Pilot possibly: I nfanterie- First Army Air Service
53.02 the Val Sugana, 2-seater, downed Aspirante Amadeo Division Nr. 18 victory in an Albatros
in enemy territory in flames (Possibly Mecozzi fighter
50A Squadriglia)

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LAHNER,FRANZ

Vic. No. Date Flik Aircraft Flown Place EnemyA/C (Squadron) Enemy Crew Confirmation Comments
18/11/17 55J Albatros D.I11 (Oef) Arsiero-Villaverla, Nieuport fighter, •Infantry reports Participating:
153.19 in enemy territory downed in flames •Stoluft der 1. Obit. Georg Kenzian
11th Armee (4th V/C)
2. Lt. Egbert Lupfer
(3rd V/C)
3. Offstv. Emanuel
Stumpa (2nd V/C)

2 27/11/17 55) Albatros D.I11 (Oef) Campolongo, north Italian SAML 2-seater, Probable crew: Own territory Participating:
fighter of Asiago, downed in flames Tenente Rodolfo 1. Lt. Egbert Lupfer
in own territory (Probably 121A Fumagalli and Tenente (4th V/C)
Squadriglia) Pietro Ghinozzi 2. Offstv. Josef Kiss
(Both KIA) (13th V/C)

3 16/12/17 55J Albatros D.lll(Oef) Fonzaso-Arten, Italian SAML 2-seater, Pilot: NCO Matteo Own territory Participating:
fighter in own territory downed in flames Fabian (killed in crash) 1. Offstv. Julius Arigi
(115ASq.) and Tenente Orazio (25th V/C)
Giannini Uumped 2. Offstv. Josef Kiss
from burning aircraft) (17th V/C)
4 .25/1/18 55J Albatros D.111(Oef) Monte Alessi- Nieuport fighter Luftabwehrbatterie 5/92
153.70 Monte Badelecche,
behind enemy lines
5 21/2/18 55J Albatros D.11I (Oef) Asiago, Italian Savoia-Pomilio Flik 55J report •Lahner's Albatros shot
153.158 behind enemy lines 2-seater up by the Italian
2-seater fighter escort
•Lahner forced to land
south of Radighieri
on own territory
 LANG, FRIEDRICH

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
1 22/8/16 Durazzo Lohner type TI Coast of Albania Farman 2-seater (34" Mulitple eye witnesses •Victories 1 & 2 were
Naval Air flying boat, serial L.131 between Cape Laghi Squadriglia) forced to scored against the
Station and the Skurnbi River land after 10-rninute same Italian formation
estuary dogfight against which Julius
Arigi and Johann Lasi
scored five victories
2 22/8/16 Sarne Sarne Sarne Farman 2-seater (34" Wearing French Sarne •Time: 0800 hrs.
Sq.) forced to land uniforms according to •Lang's observer:
after bitter 30-rninute Lang and Kohlhauser Stabsrnaschinenwarter
dogfight at Franz Kohlhauser
close quarters
3 19/5/18 Pola Phonix D.I 20 sea miles east of Macchi M-5 fighter Three other pilots Time: 1545 hrs.
Fighter serial A.115 the Po River estuary boat, downed in from Altura
Station (land fighter) in flames and sunk
(Altura
Airfield)
4 19/5/18 Sarne Sarne Sarne Macchi M-5 fighter Macchi found drifting
forced to land 17 sea miles west of
Rovigno by Austro-
Hungarian Torpedo
Boat "81" and sunk
5 12/8/18 Pola Phonix D.I A.117 27 miles west Macchi L-3 2-seater Pilot probably Three other pilots Ti me: 1555 hrs.
Fighter of Peneda flying boat, wounded in dogfight from Al tu ra
Station downed in flames (Possibly: Sottotenente
(Altura) Emanuele Carnpagnoli)

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LASI,JOHANN
Vic. No. Date Flik Aircraft Flown Place EnemyA/C (Squadron) Enemy Crew Confirmation Comments
1 22/8/16 6 H. Brandenburg C.I. Vicinity of the Farman 2-seater •Apparently dead or Reports of multiple •Victories 1-5 all
61.64 Skumbi River estuary (34ASquadriglia) severely wounded eye witnesses between 0730 and
(Pilot: Stabsfeldwebel on the Adriatic •Taken off by an 0800 hrs.
Julius Arigi) coast of Albania Italian torpedo boat •Included among the
crews of the 5 Italian
2 Same Same Same Same Same Crew rescued by Same Farmans were the
Italian torpedo boat, following airmen:
which then shot up 1. Capitano Dr. Fausto
their Farman. Pesci (CO of 34A Sq.)
2. Capitano Manfredo
3 Same Same Same 2-3 km. SW of the Farman 2-seater, Crew rescued by an Same Calosci
Skumbi River estuary, crashed in the sea Italian torpedo boat 3. Capitano Franco
in the Adriatic Scarioni (Wounded)
4. Tenente Attilio
4 Same Same Same In the Adriatic, close Farman 2-seater Crew rescued by Same Viziano
to the Skumbi River crashed and lay with Italian torpedo boats •On two of the
estuary its wheels pointing up victories, Friedrich
Lang of the Durazzo
5 Same Same Same In the Adriatic, close Farman 2-seater Crew rescued Same Naval Air Station
to the Skumbi River force landed near participated, flying
estuary Italian vessels Lohner flying boat
L.131
 MACOUREK, BELA

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
1 21/5/17 23 H. Brandenburg C.I. Selo, Italian SPAD fighter lnfanterie Div. 15 •Time: 1030 hrs.
129.46 behind enemy lines •Italian front
(Pilot: Zugs. •Slalina's 2nd V/C
Franz Slalina)
2 6/7/18 6F Aviatik D.I. ("Berg") Matka, SE of Fjeri, "French reconnaissance Pilot, severely Own territory •Time: morning
238.51 in own territory 2-seater" shot down wounded and taken •Albanian front
(Probably British POW
D.H.9 bomber)
3 6/7/18 6F Aviatik D.I. ("Berg") Mi Foli (near Tahiraga), Italian Caproni Ca3 Capitano osservatore Koluft der XIX Korps •Time: morning
238.51 approx. 7 km. bomber (Serial 4164) Leonardo Giuliano, •The twin fuselages of
behind enemy lines (11A Squadriglia Tenente pilota Antonio the Caproni marked
da Bombardamento) Magnocavallo, Tenente with "Piave" and
downed in flames Osservatore mitraglieri "Osum" (latin for
Manlio Candela, lsonzo), the two rivers
Aspirante ufficiale which according to
pilota Giovanni Battista Magnocavallo, had
Boero (All killed) witnessed Italian
gallentry.
4 23/8/18 1) Aviatik D.I. ("Berg") 12 km. SW of Punta British DH-4 bomber Wreckage of aircraft Torpedo boats •Time: 0810 hrs.
338.02 d'Ostro (Bay of Cattaro) crashed into the found by Austro- •Participating:
Adriatic in flames Hungarian torpedo Offstv. Julius Arigi
boats but crew (32nd V/C)
never found
5 6/9/18 1) Aviatik D.I. ("Berg") 8 sea miles west British DH-4 crashed Lt. Picken's & Lt. Torpedo boats and •Time: 0945 hrs.
338.02 of Punta d'Ostro into Adriatic in flames. Hodgskin's bodies flying boats •DH-4 was based at
Wreckage was found found by an Austro- "Aliminni Piccolo"
Austro-Hungarian Hungarian flying boat airfield in southern
torpedo boats. Number from the Kumbor Italy. Squadron was
on wreckage was 6418 Naval Air Station possibly the 224th.
Full serial number of
the aircraft was
probably "N.6418".

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NACHOD, KURT

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
1 31/5/16 20 Knoller-Albatros Klewan, Russian Farman X Korpskommando •Russian front
8.1. 22.18 in enemy territory 2-seater, forced to land •Participating
(Pilot unknown) (Knoller-Albatros 8.1.
22.20): Zugs. Franz
Zuzmann (1st V/C),
Lt. Mathias Thaller
(1st V/C)

2 3/7/16 20 Knoller-Albatros Sofiewka, north Russian Farman Flik 20 reports Achieved with a
8.1. 22.20 of Luck 2-seater, forced to land carbine operated by
(Pilot: Zugs. Franz Nachod after his
Zuzmann-2nd V/C) machine gun broke
down
3 20/9/16 20 H. Brandenburg C.I. In enemy territory Russian aircraft, Flik 20 reports
26.64 forced to land
(Pilot: Zugs. Julius
Minar-2nd V/C)

4 7/1/17 20 H. Brandenburg C.I. Near Luck, Russian Nieuport, •Flik 20 reports

26.54 in enemy territory fighter forced to land •Accompanying aircraft
(Pilot: Korp. Friedrich of Flik 20
Camoch-1st V/C)
5 7/1/17 20 Same, except Near Luck, Russian Farman •Flik 20 reports
Camoch's 2nd V/C in enemy territory 2-seater, forced to land •Accompanying aircraft
of Flik 20
 NOVAK, AUGUSTIN

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
1 27/12/16 13 H. Brandenburg C.I. Bratesti, east of Onesti, Farman biplane, Infantry reports •Time: 1120 hrs.
27.01 in enemy territory forced to land •Romanian front
(Obs: Lt. Alexander •Followed successful
Souhrada-1st V/C) attack on the Onesti
train station
•Souhrada from Flik 29
2 27/12/16 13 H. Brandenburg C.I., East of Onesti, Farman biplane, Infantry reports •Time: 1500-1520hrs.
serial unknown in enemy territory forced to land •Victories 2 & 3
(Obs: Lt. August followed a successful
Kosutic, Technical attack on the Onesti
Officer of Flik 13- train station.
1st V/C)
3 27/12/16 13 Same, except Kosutic's Same Same Same
2nd V/C
N/C 1/6/17 39 H. Brandenburg C.I. Area of T rotu s- Farman two-seater, None •Romanian front
67.38 Comanestie- forced to land •After victory, Novak
(Obs. unknown) Darmanestie, driven down to 1500m
in enemy territory by enemy Nieuport
fighter and escaped
over front lines
through heavy flak
4 21/6/17 39 H. Brandenburg C.I. On the enemy airfield Three-engined Stoluft der 1st Armee Time: 0640 hrs.
69.53 at Comanestie "large Farman",
(Obs: Rittmeister Karl forced to land
Lukats-1st V/C)
5 11/11/17 39D H. Brandenburg C.I. Monte Grappa, Italian SAML 2-seater Flik 39D reports Italian front
129.47 behind enemy lines
(Obs. Lt. Hans
Happack-1st V/C)

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PATZELT,KARL

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
1 5/2/17 29 H. Brandenburg C.I. West of Comanestie, Nieuport fighter, Front reports •Romanian front
26.44 in enemy territory forced to land •Dombrowski's
(Pilot: Zugs. Andreas in a ravine 2nd V/C
Dombrowski)

2 21/6/17 29 H. Brandenburg C.I. North of Borsani, Nieuport fighter, Front reports Dombrowski's 4th V/C
69.61 near Cotofanestie, crashed in a wood
(Pilot: Zugs. Andreas in enemy territory
Dombrowski)
3 23/11/17 42) Unknown fighter San Dona di Piave, Sopwith fighter •Infantry reports •Italian front
in enemy territory •Leutnant Popovics •Participating:
(Flik 28), the observer Zugs. Karl Teichmann
of the 2-seater Patzelt (3rd V/C)
and Teichmann were
escorting
4 29/11/17 42) Unknown fighter Casa Tagli, north of Italian SAML 2-seater, •Pilot and observer Captured Participating:
the Piave River estuary, forced to land and made POW 1. Obit. Ernst
in own territory captured (112A •Sergente Francesco Strohschneider
Squadriglia) Montesi (pilot); (11th V/C)
Tenente Vincenzo Lidy 2. Lt. Franz Graser
(obs.) (10th V/C)
5 29/12/17 42) Unknown fighter Piave Vecchia on land, Italian seaplane, Front reports
behind enemy lines forced to land

RODLAUER,ALOIS

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
1 March- 60) Phi:inix and Aviatik Italian front Citation accompanying In citation, Rodlauer
2 June 1918 fighters award of the Military is referred to as a
3 Merit Cross, 3rd class, "Berg-pilot" so at least
with War Decoration some of the victories
and Swords were scored in an
Aviatik D-I, series 115.
fighter.
4 15-30 Oct. 9J Albatros, Aviatik and Italian front •Citation accompanying
5 1918 Phi:inix fighters award of the Order of
the Iron Crown,
3rd class, with War
Decoration and Swords
•Deposition by Hptm.
Ludwig Purm
(CO of Flik 91)
 SZEPESSY-SOKOLL, RUDOLF

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
14/2/16 17 Lohner "J" B.VII Milano, Italian Caudron Killed in crash Italian army report •Time: 0900 hrs.
17.36 in enemy territory 2-seater crashed •During bombing raid
(Pilot: Zugs. Philipp on Milano by ale of
Postl-1st V/C) Fliks 7, 16, & 17
•Participating in victory:
1. Zugs. Stefan Husszu;
Obit. Andreas Pal in
Lohner B.VII 17.33
2. Hptm. Eugen
Steinner-Goltl; Obit.
Josef Hoffmann in
Lohner B.VII 17.35
3. Hptm. Nikolaus
Wagner; Obit. Peter
Schonhofer in Lohner
B.VII 17.40
2 20/9/17 3 Albatros D.11(Oef) 3 km. behind Russian Russian Nieuport •2-seater he was •Time: morning
53.11 lines, near Kadlubisko, 2-seater crashed escorting •Russian front
south of Boratin in flames •Infantry reports
•V Korpskommando
3 4/10/17 3 Albatros D.III (Oef) lwanczony, Russian observation Photo taken with •Time: 0815 hrs.
53.45 SW of Zalocze, balloon downed reconnaissance camera •Crew of Flik 27
in enemy territory in flames of Flik 27 2-seater 2-seater:Pilot, Michael
Szepessy-Sokoll was Botyanski; Obs, Lt.
escorting (H. Franz Godel
Brandenburg C.I.
269.10)
4 5/11/17 41) Albatros D.I11 (Oef) West of Latisana, Italian Macchi L-3 •Tenente di Vascello Kol uft der 1st Participating:
fighter in enemy territory 2-seater flying boat Arnoldo De Filippis, lsonzo Armee 1. Hptm. Godwin
crashed on land Tenente di Vascello Brumowski (23rd V/C)
(259ASquadriglia) Francesco Cappa 2. Obit. Frank Linke-
Marked: "L-18" •Both KIA Crawford (8th V/C)
5 5/11/17 41) Albatros D.11I (Oef) Baseleghe, west Italian Macchi L-3 •Marinaio pilota •Koluft der 1st •15-minute dogfight
fighter of Latisana, 2-seater flying boat Lorenzo Bruzzone, lsonzo Armee •Participating:
in own territory crashed in a canal Sottotenente •Own territory 1. Hptm. Godwin
(259ASq.) di Vascello Luigi Brumowski (24th V/C)
D'Orso 2. Obit. Frank Linke-
•Both rescued Crawford (9th V/C)

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TEICHMANN,KARL

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
1 26/9/17 42) Unknown fighter Ronchi, Italian SPAD fighter Stoluft der 1st Participating:
aircraft in enemy territory lsonzo Armee 1. Obit. Ernst
Strohschneider
(5th V/C)
2. Zugs. Ferdinand
Udvardy (5th V/C)
3. Fw. Vinzenz Magerl
(4th V/C)
2 27/10/17 42] Unknown fighter Lake Doberdo, Italian Nieuport fighter, Delayed confirmation Escort flight for
aircraft in enemy territory forced to land by other pilots of seaplanes of the
Flik 42J and by the Trieste Naval Air
Stoluft der 1st Station
lsonzo Armee
3 23/11/17 42) Unknown fighter San Dona di Piave, Sopwith fighter •Multiple front reports •Escort flight for
aircraft in enemy territory and infantry reports 2-seater
•Observer of the •Participating:
escorted 2-seater Obit. Karl Patzelt
(Flik 28), Leutnant (3rd V/C)
Popovics
4 312/18 60) Phonix D.I 228.25 Col Caprile Nieuport fighter Koluft der 11th Armee
(Monte Nuova), •VI Korpskommando
behind enemy lines
5 22/8/18 14] Phonix D.lla 422.30 Monte Asolone, "British Bristol •Artillerie-
behind enemy lines single-seater", Gruppendommando I
downed in flames •Stabsfeldwebel Albin
Heidi (Flik 14]), flying
with Teichmann

URBAN, KARL

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
1 5/5/16 10 Knoller-Albatros Kol. Nowiny, Russian "Large Infantry reports Time: 0900 hrs.
B.I. 22.10 near Koryto, Battleplane" (Possibly
(Obs: Lt. Otto Jager- behind enemy lines a Sikorsky),
1st V/C) forced to land
2 7/6/16 10 Knoller-Albatros Ostrosez, Russian Farman Testimony of both •Time: 0730 hrs.
8.1. 22.10 behind enemy lines 2-seater, forced to land officer-observers •Air fight over
(Obs: Lt. Otto Jager- Chorlupy and Klewan
3rd V/C) •Participating (in
 Knoller-Albatros
B.I. 22.31):
Zugs. Fritz Rottmann
(2nd V/C), Obit.
Philipp Graf Grunne
(1st V/C)
3 7/6/16 10 Same, except Jager's Olyka, Same Same Same, except
4th V/C behind enemy lines Rottmann's 3rd V/C
and Grunne's
2nd V/C
4 2/8/16 10 H. Brandenburg C.I. East of Szelwow, Russian Farman Both killed according Testimony of POWs Time: 0700 hrs.
64.15 in enemy territory 2-seater crashed to testimony of
(Obs: Lt. Otto Jager- in a wood numerous POWs
5th V/C)
5 19/5/18 14) Phonix D.I. 228.19 Cismon, Hanriot HD-I fighter •lnfanterie-Division •Italian front
in own territory Nr. 32 •Hanriot was part of
•XXVI Korpskommando escort for bombers
attempting to
attack Feltre

WOGNAR, FRANZ

Vic. No. Date Flik Aircraft Flown Place Enemy A/C (Squadron) Enemy Crew Confirmation Comments
26/1/17 2 H. Brandenburg C.I. St. Florian, Italian Nieuport Stoluft der 5th Armee Time: morning
29.75 in enemy territory fighter, forced to land
(Obs: Kadett-Aspirant
Josef Matijevic-
1st V/C)
2 1/5/17 2 H. Brandenburg C.I. Monte Sabotino, Italian Nieuport fighter •Stoluft der 5th Armee Time: 0825 hrs.
27.64 in enemy terriotry •Feldartillerie-
(Obs: Lt. Silvuis Brigade Nr. 58
Frimmel-1st V/C)
3 20/5/17 2 H. Brandenburg C.I. Monte Sabotino, Italian SPAD fighter Stoluft der 5th Armee •Time: 0920 hrs.
229.20 in enemy territory •During combat,
(Obs: Lt. Franz Wognar struck in
Graser-2nd V/C) back by a bullet
and required
hospitalization
4 4/9/17 2 H. Brandenburg C.I. Enemy territory Italian aircraft, Confirmed
329.07 shot down
(Obs. unknown)
5 16/9/17 2 H. Brandenburg C.I. Liga, in enemy territory Italian balloon, Confirmed Time: evening
29.69 downed in flames
(Obs: Lt. Otto Patz-
1st V/C)
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APPENDIX VI

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 BIBLIOGRAPHY
General
Gilbert, Martin. First World War Atlas. New York: Macmillan,
1970.
Kann, Robert A. A History of the Hapsburg Empire 1526-1918.
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Rothenberg, Gunther E. The Army of Francis Joseph. West
Lafayette, Indiana: Purdue University, 1976.
Taylor, A. J. P. The Struggle for Mastery in Europe 1848-1918.
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General Aviation
Lamberton, W. M. Fighter Aircraft of the 1914-1918War. Letch-
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Lamberton, W. M. Reconnaissance & Bomber Aircraft of the
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Austrian
Gabriel, Erich. Fliegen 90/71 (Kata log) Vienna: Heers-
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~.eter, Ernst. Die k.u.k. Luftschiffer-und Fliegertruppe
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Other Nations
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334
Cynk, Jerzy B. History of the Polish Air Force 1918-1968.Reading:
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______ . Francesco Baracca-Ne/ Cinquantesimo An-
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 INDEX OF NAMES
Abay, Adalbert 64 Friedrich, Josef 81, 82, 120-123, 183, 264, 267, 306
Apps, Gordon 142 Frint, Johann 110, 144-147, 265, 267, 312
Arigi, Julius 14, 20-25, 29, 34, 42, 60, 134, 187, 192, 195, 198, 235, 239, von Froreich, Wedige 51, 56, 114, 205
244, 245, 253, 263, 267, 272-274
Astolfi, Aldo 34 Gehfink, Johann 217
Aussitz, Anton 119 Gori, Luigi 28, 276
Avet, Flaminio 52 Graser, Franz 46-49, 60, 61, 117, 127, 229, 235,236,244, 245, 247, 263,
267, 283-284
Bahl, James 166, 317 Grassier, Hermann 173
Baldareno, Karl 28 von Grosschmid, Stefan 274
Banfield, Gottfried 13, 47, 84-95, 234, 235, 236, 238,239,252,256, 264, Gruber, Arpad 13, 28, 33, 113, 177
267, 297-298 Gruber, Kurt 14, 66-69, 98, 106, 107, 221, 235, 236,238,246, 251, 263,
Baracca, Francesco 87, 173, 174, 218, 267 267,293
Bastyr, Stefan 226 Griinne, Philipp Graf 225
Baumgartner, Johann 105 Gyorffy, Julius von Telekes 13
Benedek, Karl 226
Benes, Dr. Eduard 110 Hablitschek, Paul 165, 166
Bernath, Mathias 110 Hary, Ladislaus 47, 60, 117, 118, 119, 130, 137, 178, 210, 221, 235
Birks, Gerald Alfred 43, 210 Hauser, Ladislaus 64, 65
Banecker, Enrica 43, 237 Hautzmayer, Ludwig 51, 55, 56, 64, 65, 71, 72, 109, 110, 113, 124-127,
Bonsch, Eugen 28, 31, 50-53, 56, 72,236,237,247,249,263,267, 285-286 161, 163, 233, 236, 242, 247, 248, 255, 256, 264, 267, 307
Breitenfelder, Viktor 183 Hebra, Eduard 134, 187
Brociner, Fahnrich 110, 111 Hefty, Friedrich 60, 63, 117, 118, 119, 138, 139, 176-182, 233, 234, 237,
Brumowski, Godwin 12-19, 22, 30, 34, 36, 67, 68, 69, 75, 76, 87, 93, 98, 241, 243, 244, 248, 255, 265, 267, 320
105, 106, 107, 218, 235, 237, 246, 249, 253, 267, 268-271, 298 Heidi, Albin 68, 69, 211, 221, 222
Brussilow, Alexexej (General) 13, 98, 209 de Heppes, Aladar 56, 134
Busa, Julius 172-175, 265, 267, 319 Hesse, Max 27, 97, 98
Hervay, Egon von Kirchberg 67
Cagasek, Josef 227 Heyrowsky, Adolf 28, 55, 62-65, 71, 113, 125, 161, 163, 177, 233, 241,
Camoch, Friedrich 201 255, 263, 267, 291-292
Castiglione, Camillo 87 Hitler, Adolf 52
Chiri, Antonio 48 von Hoeppner, Ernst Wilhem (General) 65
Ciampitti, Carlo 34 Hubner, Richard 47
Cioll, Emil 21 Huppner, Karl 209
Cislaghi, Karl 13, 87, 298 Huzjan, Stefan 28, 64
Coleman, Dewitt 166, 317
Cottle, James 34, 162 Iskra, Rademes 106, 218

Davis, R.G.H. 162 Jager, Otto 117, 128-131, 226, 265, 267, 308
Dechant, Friedrich 28 James, M. R. 162
Dombrowski, Andreas 140-143, 209, 210, 233, 241, 255, 265, 267, 311 Jerrard, Allan 28, 276
Dorcic, Michael 31 Jindra, Otto 13, 67, 96-99, 105, 264, 267, 299
Dworak, Wilhelm 21, 195 John Paul II, Pope 13
Josef Ferdinand, Archduke 14
Eichberger, Adolf 142
Eugen, Karl von Lang 64 Kahlen, Erich 129, 225
Kara, Jeno 133
Feher, Nikolaus 105 Karl I, Emperor 22, 30, 44, 56, 99
Fejes, Stefan 28, 31, 51, 54-57, 64, 71, 72, 113, 114, 118, 138, 161, 162, Kasza, Alexander 42, 43, 45, 56, 102, 103, 118, 134, 138, 148-151, 238,
163,263, 267,287-288 251, 256, 265, 267, 313
Fiala, Benno Ritter von Fernbrugg 14, 22, 26-31, 51, 53, 55, 56, 64, 67, Kaszala,Karl 14,67,69,98, 104-107,183,234,236,242,247,264,267,301
72, 97, 98, 113, 126, 161, 237, 253, 267, 275-277 Katona, Dr. Moritz de Dercsika 141
Fiala, Vlastimil 98 Keizar, Karl 42
Firtos, Franz von Felsobenced 206 Kenzian, Georg Edler von Kenzianshausen 42, 44, 45, 100-103,117, 134,
Fischer, Hans 166 149, 183, 235, 245, 264, 267, 300
Florer, Roman 217 Kerschischnig, Ernst 145
Forster, Otto 76, 157, 162 Kirjak, Stefan 43, 149, 150, 238
Franz Ferdinand, Archduke 86 Kiss, Josef 8, 22, 25, 40-45, 101, 102, 103, 134, 135, 149, 150, 151, 183,
Frauenender, Franz 47 187, 235, 237, 238, 245, 248, 263, 267, 281-282
Frew, M.B. "Bunty" 42 Klecker, Hermann 173

335
 Kohlhauser, Franz 191 Raft-Marwil, August Edler von 64
Konig, Hugo 28 Reali, Antonio 48
Koppl, Rudolf 177 Risztics, Johann 56, 117, 118, 119, 136-139, 178,234,243, 265,267,310
Korbully, Ladislaus 178 Rodlauer, Alois 212-215, 222, 266, 267, 328
Kostrba, Heinrich 59, 108-111, 145, 146, 264, 267, 302 Roulier, Baron Jean 87, 298
Kowalczik, Julius 182-185, 265, 267, 321 Ruffo, Fulco di Calabria 173
Kubelik, Jaroslav 76, 164
~llas, Otto 189 Sabeditsch, Karl 59, 60
Kuncze, Adalbert 149 Sabelli, Giovanni 275
Salamone, Oreste 302
Lahner, Franz 45, 103, 134, 186-189, 265, 267, 322 von Salmon, Gustav 102
Lang, Friedrich 190-193, 266, 267, 323 Salvator, Archduke 17
Lasi, Johann 22, 192, 194-195, 266, 267, 324 Sapieha-Kondenski, Adam Prinz 177
Lehmann, Alois 134 Scaroni, Silvio 42
Libano, Max 98 Schantl, Josef 64, 71
Linke-Crawford, Frank 14, 16, 18, 32-40, 68, 69, 106, 107, 137, 213, 218, Schiller, Karl 64
221, 234, 236, 238, 242, 243, 246, 251, 255, 263, 267, 278-280 Schmidt, Julius 64
Lisa, Gino 134, 273 Schmidt, Roman 164-167, 238, 250, 256, 265, 267, 317
Losonczy, Bela von Losoncz 33, 137 Schrimpl, Otto 48, 61, 284
Lupfer, Egbert 134, 149 Schunzel, Viktor 87
Schuster, Richard 153
Macourek, Bela 22, 196-199, 239, 254, 266, 267, 325 Schwartz, Wenzel 185
Magerl, Vinzenz 169 Seltner, Karl 142
Magnocavallo, Antonio 198, 325 Siegel, Josef 137
Mahner, Heinrich 64, 114 Slalina, Franz 197
von Maier, Josef 22, 25, 42, 44, 45, 101, 103, 132-135, 149, 187,188,237, Smetana, Josef 97
248,265,267,309 Somssich, Eugen Graf de Saard 47
Maklary, Bela (Macourek) 198 Stanger, Rudolf 27, 222
Malaspina, Ermanno 14, 16 Stec, Stefan 76, 78, 157, 159, 162
von Mandelsloh, Ernst 125 Steinner-Goltl, Eugen 130, 217, 329
Mandi, Johann 64 Stella, Otto 222
Marinovich, Alfons 149 Stojsavljevic, Raoul 80-83, 121, 123, 234, 243, 264, 267, 296
Marseille, Hans-Joachim 22, 23 Strobl, Heribert 86
Mayrbaurl, Heinrich 14 Strohschneider, Ernst 48, 49, 58-61, 69, 107, 117, 118, 126, 263, 267,
Mazzarino, Cesare 14, 16 289-290
Micka, Emanuel 227 Studeny, Gustav 41, 101, 122, 183
Micki, Josef 87, 91, 239 Stumpa, Emanuel 134
Modory, Josef (von Maier) 134 Szepessy-Sokoll, Rudolf Freiherr von Negyes Et Reno 14, 106, 216-219,
Morath, Edgar 48, 284 266, 267, 329
Munczar, Gottlieb 134
Tahy, Alexander 28, 51, 55, 56, 64, 71, 112-115, 161, 264, 267, 304-305
Nachod, Kurt 200-203, 266, 267, 326 Takacs, Ferdinand 117
Nadherny, Leo 183 Tatai, Lajos (Ludwig Hautzmayer) 126
Navratil, Friedrich 14, 74-79, 157, 159, 162, 237, 250, 264, 267, 295 Teichmann, Karl 68, 117, 220-223, 238, 251, 256, 266, 267, 330
Nicelli, Giovanni 310 Terk, Rupert 271
Nicholas II, Tsar 13, 98 von Tomicki, Stanislav 76, 157, 162
Niedermaier, Josef 95
Nikitsch, Karl 60, 152-155, 206, 265, 267, 314 Udvardy, Ferdinand 60, 116-119, 138,139,178,235,244,264,267,305
Nikolaus, Prince of Montenegro 21 Ujvari, Ladislaus 119
Nowotny, Walther 22, 23 Urban, Karl 129, 224-227, 238, 250, 266, 267, 330-331
Novak, Augustin, 204-207, 266, 267, 327 Uzelac, Emil 27, 82, 153, 174, 258
Novak, Josef 14, 75
Varga, Johann 133
Obendorfer, Max 87 Vaugois, Andre Victor 86, 297
Oberst, Franz 119
Wancura, Franz 227
Pagliano, Maurizio 28, 276 Weber, Rudolf 168-171, 265, 267, 318
Pappius, Johann 64 Wiltsch, Adolf 166
Parvis, Giuliano (Giorgio Pessi) 218, 270, 278 Wognar, Franz 47, 228-231, 266, 267, 331
Pastine, Giovanni 28, 291
Patz, Otto 230 Yllam, Julius 102
Patzelt, Karl 102, 117, 141, 208-211, 266, 267, 328
Perini, Camillo 226 Zieglar, Eugen 28
Peter, Franz 76, 156-159, 237,249, 265, 267, 315 Ziesberger, Oskar 55, 64
Piccio, Pier Ruggero 33 Zott, Sebastian 222
Popelak, Johann 173, 174 Zulegar, Karl 169
Postl, Philipp 217 Zuzmann, Franz 201
Purer, Josef 28, 55, 64, 65, 71, 76, 113, 160-163, 233, 265, 267, 316
Purm, Ludwig 213, 214

336