P.Grosz, G.Haddow, P.Shiemer Austro-Hungarian Army Aircraft of World War One (Flying Machines)

UFAG C.I(Ph) Series 123

  In early 1918, when it became apparent that the development of the Phonix C.I was experiencing delays, Uzelac, concerned that the program might fail, ordered Phonix to build 40 UFAG C.I(Ph) series 123 aircraft as insurance. The production was well underway when the contract was signed on 10 May 1918. However, by then the Phonix C.I problems had been solved. LFT records give no reason why the UFAG C.I(Ph) program was allowed to continue at Phonix, but it is likely, since the two companies were closely related and were accustomed to sharing engineering data, that manufacture had progressed beyond cancellation. When queried by the War Ministry as to why the airframes had not been transferred to UFAG, Uzelac replied that this would delay the delivery of the UFAG C.I by two months. Acceptances of the UFAG C.I(Ph), numbered 123.01 to 123.40, began in July and ended in October 1918. About half reached operational service. Twenty-two new aircraft never reached the Front but were stored awaiting disposition in March 1919.


UFAG 60.01

  Engineering work on an improved version of the C.I reconnaissance biplane, slated to become the UFAG C.II, was underway in the summer of 1918. Two prototypes, numbered 60.01 and 60.03, were built and flown. Antal Feher, who tested many UFAG-built machines, recorded that the 60.01, powered by a 230 hp Hiero engine, was basically a modified UFAG C.I that was fitted with ailerons of greater span and a balanced rudder. The dihedral and stagger remained the same. Further information is lacking.


UFAG 60.03

  In July 1918, the drawings and static calculations for the 60.03, the definitive C.II prototype, were completed by Ingenieur Bela Oravecz and airframe assembly was well underway. Similar to the C.I in appearance, the 60.03 had an increased wingspan and an aerodynamically-balanced rudder. As reported in August 1918, the C.II had better glide characteristics and a lower landing speed than the C.I. In a climb competition for 230 hp Hiero-powered aircraft held on 19 September 1918 , the 60.03 was barely beaten by the WKF 80.07, winner of the trials. Flars had plans to produce the C.II, but the war ended before any decision was made. The 60.03 prototype was offered for sale to the Czechoslovakian government in 1920.

UFAG 60.03 Specifications
Engine: 230 hp Hiero (Fi)
Wing: Span Upper 10.30 m (33.79 ft)
Span Lower 9.74 m (31.95 ft)
Chord Upper 1 66 m (5 45 It)
Chord Lower 1.66 m (5.45 ft)
Total Wing Area 28.64 sq m (308 sq ft)
General Track 1 90 m (6 23 ft)
Empty Weight 750 kg (1654 lb)
Loaded Weight 1150 kg (2536 lb)
Climb: 1000m (3,281 ft) in 4 min 45 sec
2000m (6,562 ft) in 10 min 53 sec
3000m (9,843 ftl in 20 mm 46 sec
4000m (13,124 ft) m 31 mm 14 sec


UFAG C.I Series 161

  Hard on the heels of the failed Brandenburg C.II program, UFAG engineers developed the UFAG C.I, which incorporated the best C.II features but eliminated the complex wing struts in favor of a simple wing cellule braced by a single interplane strut. In quick succession two C.I prototypes, numbered 161.01 and 161.02, were built. The partially-completed airframe of 161.01, powered by a 200 hp Hiero engine, was inspected by Flars engineers on 30 May 1917. The second prototype, 161.02, rolled out in June 1917, was identical except for the installation of a more powerful 230 hp Hiero engine and slightly enlarged wing area.
  Promising flight trials performed at Albertfalva and Aspern between June and September 1917 demonstrated satisfactory handling characteristics and excellent performance. Although the static load test on 20 October 1917 showed an acceptable 6.3 load factor, Flars rejected the I-strut interplane bracing and required UFAG to install conventional wing struts. The modification to production standard was completed in November 1917, but the sub-zero weather delayed completion of flight trials until mid-January 1918. The static load test of a production airframe (161.09) was successfully concluded on 18 February 1918.
  By March 1918, eleven C.I biplanes had been accepted and a number were dispatched to Fliks 47/D and 58/D in April for frontline evaluation. Being fast and maneuverable, the C.I was reported eminently suitable for wireless, photographic, and bombing work. Flars responded by placing large production orders which, by the end of May 1918, amounted to 284 aircraft, divided into three batches as shown below. Phonix became involved in the UFAG C.I production because in early 1918 the Phonix C.I was experiencing development problems and Uzelac, concerned the program might not succeed, wanted Phonix to have a back-up production aircraft in place.
Qty Series Numbers Order Date First Acceptance
24 161.01-22 13 May 1917 September 1917 (a)
220 161.31-250 4 Feb/18 May 1918 May 1918
40 123.01-40 18 May 1918 July 1918
(a) Of the first 24 aircraft ordered in May 1917, only 22 were production C.I biplanes and of these, only 20 aircraft were formally accepted by the LFT. It is believed that the two Brandenburg C.II(U) prototypes were included in this order.
  To improve handling, the second UFAG C.I production batch was delivered with increased wingspan, a broader rudder, and an elevator of increased area. Beginning with aircraft 161.91, a small tail fin and an unbalanced rudder became standard. Bomb racks for twelve 12 kg (26 lb) bombs were fitted to all aircraft starting with 161.131. A few machines were powered by the 250 hp Benz (Mar) engine. At least three airmen owed their lives to the Tubus parachute packed in containers in the fuselage floor. Armament consisted of a fixed, synchronized machine gun and an observer's gun mounted on a large, wooden ring. Twin forward-firing guns, tested on aircraft 161.31 in July 1918, were not installed on production machines.
  The UFAG C.I was assigned to most reconnaissance squadrons on the Italian Front, where the type found ready acceptance. It was flown by Fliks 4/K, 5/F, 8/D, 11/F, 15/P, 16/K, 17/K, 19/K, 22/K, 23/K, 24/K, 27/F, 32/D, 35/K, 36/K, 39/P, 44/K, 45/D, 47/F, 49/D, 50/D, 52/K, 53/D, 57/Rb, 58/P, 62/K, 66/K, 67/DS, 71/S, and 102/G. The good maneuverability, slightly better than the Phonix C.I, was especially praised as was the high speed which enabled aircrews to evade enemy fighters. The operational ceiling was about 4000 meters (13,124 ft); at higher altitudes pilots complained of instability and preferred the Phonix C.I for such work. Being a thoroughbred, average pilots found the UFAG C.I difficult to fly at first. Former pilot Philipp Ritter von Vacano remembered the C.I as “a right efficient reconnaissance machine, but with a nasty inclination to sudden and unexpected tail-heaviness while climbing," a tendency that could not be corrected by adjusting the wing alignment. As usual, the rough, unkempt airfields took their toll in fuselage fractures. Fliks 22/K and 67/DS reported in August 1918 that gun rings had torn loose because of wind pressure and vibration or during minor landing mishaps, once causing serious injury.
  On 1 August 1918, a total of 76 UFAG C.I biplanes was at the Front compared to 16 Phonix C.I, and on 20 October the totals were 51 and 6 respectively. It is clear that the UFAG C.I had a greater impact on the air war. Through October 1918 a total of 166 UFAG C.I biplanes, including 40 built by Phonix, had been accepted by the LFT. According to the August 1918 delivery calendar, production was scheduled to end in February 1919 in favor of the Phonix C.I, which was regarded a better aircraft. In a curious reversal, UFAG was scheduled to build and deliver 80 Phonix C.I(U) biplanes beginning in December 1918.
  During the Hungarian revolution in 1919, UFAG C.I output continued. At least 17 machines were flown by the Hungarian Red Airborne Corps. The highest serial recorded was aircraft 161.200 which landed on Austrian territory in 1919. In addition to civil and air mail conversions in 1920, six C.I machines were completed as the "NL Sportplane" by the Neuschloss-Lichtig works, and several C.Is were assigned to the Hungarian Legugyi Hivatal clandestine military establishment.

UFAG C.I 161.01 Specifications
Engine: 200 hp Hiero
Wing: Span Upper 8.92 m (29.26 ft)
Span Lower 8.92 m (29.26 ft)
Chord Upper 1.55 m (5.09 ft)
Chord Lower 1.55 m (5.09 ft)

UFAG C.I 161.02 Specifications
Engine: 230 hp Hiero
General: Maximum Speed 180 km/hr (112 mph)
Empty Weight 680 kg (1499 lb)
Loaded Weight 1060 kg (2337 lb)
Climb: 1000m (3,281 ft) in 2 min 50 sec
3000m (9,843 ft) in 11 min 20 sec

UFAG C.I (First Series 161.03-161.22) Specifications
Engine: 230 hp Hiero
Wing: Span Upper 9.12 m (29.92 ft)
Span Lower 9.12 m (29.92 ft)
Chord Upper 1.60 m (5.25 ft)
Chord Lower 1.60 m (5.25 ft)
Stagger 0.62 m (2.03 ft)
General: Length 7.41 m (24.31 ft)
Height 3.04 m (9.97 ft)
Track 1.80 m (5.91 ft)
Empty Weight 730 kg (1610 lb)
Loaded Weight 1131 kg (2494 lb)
Climb: 1000m (3,281 ft) in 3 min 50 sec
2000m (6,562 ft) in 9 min 5 sec
3000m (9,843 ft) in 16 min 3 sec
4000m (13,124 ft) in 25 min 52 sec

UFAG C.I (Second Series 161.03-161.22) Specifications
Engine: 230 hp Hiero
Wing: Span Upper 9.50 m (31.17 ft)
Span Lower 9.40 m (30.84 ft)
Chord Upper 1.60 m (5.25 ft)
Chord Lower 1.60 m (5.25 ft)
Dihedral Upper 0 deg
Dihedral Lower 1 deg
Sweepback Upper 0 deg
Sweepback Lower 0 deg
Gap 1.54 m (5.05 ft)
Stagger 0.62 m (2.03 ft)
Total Wing Area 26.3 sq m (283 sq ft)
General: Length 7.41 m (24.31 ft)
Height 2.70 m (8.86 ft)
Track 1.90 m (6.23 ft)
Empty Weight 750 kg (1654 lb)
Loaded Weight 1150 kg (2536 lb)
Climb: 1000m (3,281 ft) in 4 min 5 sec
2000m (6,562 ft) in 10 min
3000m (9,843 ft) in 18 min 35 sec
4000m (13,124 ft) in 31 min

E.Hauke, W.Schroeder, B.Totschinger Die Flugzeuge der k.u.k. Luftfahrtruppe und Seeflieger 1914-1918

20. Flugzeuge der Phönix-Flugzeugwerke, vormals Österr. Albatros
123.01 — 123.40 Ufag C.I (Ph) H 230 (Fi)

60. Flugzeuge der Ungarischen Flugzeugfabrik A.G. (Ufag) Budapest und Hansa Brandenburgische Flugzeugfabrik Brandenburg/Briest
161.01 Ufag C.I H 200 (Bd)
161.02 — 161.151 Ufag C.I H 230