k.u.k. LFT Domestic Aircraft Supplier Code Numbers
1 -
(Lo) = Lohner; Jacob Lohner & Co.; Floridsdorf (Vienna)
Jacob Lohner & Co. dated back to 1821 as a luxury coachbuilding firm which turned automobile maker in the 20th Century. When engineer Ferdinand Porsche was lost (to Daimler), Lohner also turned to aircraft production. A new production hall was built in the Floridsdorf district of Vienna where, by the end of 1918, 685 aircraft would be built - to equip both the Austro-Hungarian army and naval air forces.
Early military aircraft production by the 'Lohnerwerke' was so successful that Imperial authorities became concerned that an outright monopoly might be formed. To counter that threat, other aviation related firms were encouraged throughout the empire. [1] Many of these new companies cut their teeth on license-produced versions of early Lohner designs. Although its local dominance faded, the 'Lohnerwerke' remained an essential supplier of airframes until the end of WW1. [2]
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[1] Ironically, the fettering of Lohner primarily resulted in the group of aviation companies being created by financier Castillo Castiglioni becoming more dominant than the 'Lohnerwerke' had even been.
[2] After 1925, the firm became Lohnerwerke GmbH Wien and focused on making bus and tram bodies. At the height of the Great Depression, the Floridsdorf factory was closed. It would be reopened after the
Anschluß, to operated as an aircraft wing-building plant through the Nazi era. After WW2, Lohnerwerke produced mopeds and scooters. A recent attempt to resuscitated the moped/scooter business seems to have failed - Lohnerwerke GmbH & Co KG now being in liquidation.
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https://www.secretprojects.co.uk/threads/lohner-werke-aircraft.49997/
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2 -
(Ph) = Phoenix-Fluzeugwerke A.G.; Stadlau (Floridsdorf)
The Phoenix-Fluzeugwerke AG was based at Stadlau in the Floridsdorf district of Vienna. It originated in 1914 as Albatros-Phoenix - then, a wholly-owned subsidiary of the Prussian Albatros Flugzeugwerke GmbH. Austro-Hungarian financier and banker Camillo Castiglioni gained control of Albatros-Phoenix in 1915-16. In 1917, Albatros-Phoenix was rebranded as the Phoenix Flugzeugwerke AG.
In many sources the Phoenix-Fluzeugwerke AG is given as the umlauted 'Phönix'. For unknown reasons, umlauts were often avoid in Austrian-German during the Hapsburg reign. And that may account for the alternate uses of Phoenix and 'Phönix'. Since the latter invites confusion with the contemporary German Phönix-Flugzeugbau of Düsseldorf-Lauhausen. [1]
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https://www.secretprojects.co.uk/threads/phönix-flugzeugwerke-aircraft-list.50008/
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[1] In 1929 - a decade after Phoenix-Fluzeugwerke AG had closed its doors - the similarly-named Phoenix-Flugzeugwerft GmbH was established in Wöllersdorf.
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3 -
(Av) = Aviatik; Österreichische-Ungarische Flugzeugfabrik Aviatik GmbH; Heiligenstadt & Essling (Vienna)
The Österreichische-Ungarische Flugzeugfabrik Aviatik was an Austro-Hungarian subsidiary of German Aviatik GmbH of Mülhausen. [1] In Germany, the Vienna subsidiary was sometimes called 'Österreichische Aviatik' [
sic] or just Aviatik (Ö).
The Österreichische-Ungarische Flugzeugfabrik Aviatik primarily produced local variants of German Aviatik designs until ordered to build the domestic Knoller B.I(Av). By comparison with that unfortunate aircraft, Aviatik's own designer -
Dipl Ing Julius von Berg - shone. First was the Aviatik (Berg) C.I recce biplane which was followed by the Aviatik (Berg) D.I fighter.
Both Aviatik and other domestic firms built the Aviatik (Berg) D.I - which many regard as the best Austro-Hungarian service fighter of WW1. Despite that glowing reputation, prior to the final collapse, Aviatik was still scheduled to license-build the Fokker D.VII(Av), an Austro-Hungarian development of the famous German fighter. [2]
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[1] Mülhausen in Elsaß–Lothringen (now Mulhouse in Alsace) was thought by officialdom to be too close to the Franco-German border. That proved true - although, in 1914, French troops were only able to occupy the city for two days before being driven back. By then, the firm had relocated to Freiburg before a final move to Leipzig.
[2] This was true of other Aviatik (Berg) D.I licensees as well. Besides Aviatik, also scheduled to build Austro-Daimler powered Fokker D.VIIs were MÁG and - at least under consideration - Thöne und Fiala.
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https://www.secretprojects.co.uk/threads/austro-hungarian-aviatik-gmbh-designations.17662/
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4 -
(Ll) = Lloyd; Ungarische Lloyd Flugzeug- und Motorenfabrik AG; Aszód (Budapest)
- HU: Magyar Lloyd Repülőgép és. Motorgyár Rt.
Lloyd - Corporate History
Lloyd was begun in 1913 as the Hungarian subsidiary of the German firm DFW (Deutsche Flugzeugwerke). The original name was Ungarische Lloyd Automobil- und Motorenfabrik AG, reflecting the intending priorities. By April 1914, those priorities had shifted and the name (in full) became Ungarische Lloyd Flugzeug- und Motorenfabrik AG (Hungarian Lloyd Aircraft und Motor Factory AG) or, in the local language, Magyar Lloyd Repülogép és motorgyár Rt. [1]
Lloyd corporate offices were found in Budapest with factory space created 40 km NE in Aszód. The Managing Director (
Generaldirektor was pilot (and
Oblt iR) Heinrich Bier. [2] Lloyd's Technical Director was engineer Tibor Melczer. [3]
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https://www.secretprojects.co.uk/threads/ungarische-lloyd-flugzeug-und-motorenfabrik-a-g.50015/
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[1] Both the Hungarian
Részvénytársaság, sometimes
Részvény-Társaság, (Rt.) and German-language
Aktiengesellschaft (AG) imply an incorporated company. However, an Rt. also suggests a publicly-traded company with limited liability - more akin to the German-language GmbH (
Gesellschaft mit beschränkter Haftung).
[2] Heinrich Bier's rank of
Oblt iR (
Oberleutnant in Ruhe) denotes a retired officer - in this case 1st Lieutenant - who is still on the Reserves list.
Flying the Lloyd LS-1, Heinrich Bier established 4 x ratified FAI records: 01 Oct 1911 closed circuit (112 km) & speed over 250 km (2 hr 39 min 37 sec); and 01 Oct 1912 speed over 200 km (2 hr 3 min 49 sec) & speed over 5 km (2 min 58 sec).
[3] As a short-hand, Tibor Melczer is mentioned as coming from the 'Budapest University of Technology' (de TUB; hu BME). During the Habsburg monarchy, it was known by the unwieldily name of the Königlich-Ungarische Joseph-Universität für Technik und Wirtschaftswissenschaften.
After WW1, Prof. Melczer returned to the Mechanical Engineering department at BME to teach 'Aircraft Theory and Mechanical Structure'.
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5 -
(Oef) = Oesterreichische Flugzeugfabrik AG: Wiener Neustadt (Vienna)
- Acronym seen as Oeffag, occasionally OeFFAG; or the odd all-caps OEFFAG
Early in WW1, aero-engine maker Oesterreichische Daimler Motoren AG (Austro-Daimler) became interested in building airframes itself. After gaining building approval from Wiener-Neustadt council, factory construction began in early 1915. However, with the backing of the
k.u.k. government and a major bank, investors took control of the airframe factory away from Austro-Daimler.
The re-name Oesterreichische Flugzeugfabrik AG (Oeffag) had managers brought in from outside. Oeffag's managing director would be
ing Leo Portsch (brought in from Skodawerke AG) while Technical Director
ing Karl Ockermüller (from LFG Roland) would be responsible for overseeing design work. A range of outside design talent would also be used - including
Dipl-Ing Joseph Mickl;
Ingenieurleutnant Karl Saliger;
Oberleutnant Eduard Zaparka; amongst others.
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https://www.secretprojects.co.uk/threads/oeffag-aircraft-designations.49556/
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6 -
(U) = Ungarischen Flugzeugfabrik AG; Albertfalván, HU
- HU: Magyar Repülőgépgyár Részvénytársaság (or Rt.)
-- HU acronym MARE; DE acronym UFAG or Ufag
Begun in 1912 as a joint effort between Ganz Danubius Rt. and Manfréd Weiss enterprises, UFAG was originally known the Magyar Léghajó és Repülőgép Rt. (Hungarian Airship and Aircraft Co.). This firm was one of the first ventures into aviation by financier Camillo Castiglioni. The Technical Director was Viktor Wittmann (engineer and French-trained pilot). The Chief Engineer was Béla Oravecz. Production began with licensed Lohner designs.
The name Ungarischen Flugzeugfabrik AG (UFAG) - Magyar Repülőgépgyár Rt. As UFAG (MARE) - came about with a move to a new factory and airfield at Albertfalván. Work continued on licensed-production before producing its own, original aircraft designs - beginning with the 1916
Bauart 161 or UFAG C.I recce biplane. Unlike most Imperial aircraft builders producers, the UFAG/MARE works continued finishing aircraft for Hungarian military and quasi-military in 1918-1919.
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https://www.secretprojects.co.uk/threads/ufag-mare-ah-aircraft-designations.50012/
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7 -
(Fd) = Fischamend; k.u.k. Fliegerarsenal Flugzeugfabrik Fischamend
- Sometimes given as k.u.k. Fliegerwerft Fischamend
As its title suggests, the k.u.k. Fliegerarsenal or Flugzeugfabrik Fischamend was a unit of the Austro-Hungarian army -
not a corporate entity. However, construction of complete airframes began quite early at Fischamend. The term 'Flugzeugfabrik' was needed to distinguish airframe manufacture and what would now be called MRO work from other aviation-related activities at Fischamend - including training military maintenance personnel, aviation research (including a propeller wind tunnel), etc.
In many ways, the k.u.k. Fliegerarsenal was distinct. However, for designator style, it also seems to have been unique in applying its assigned airframe maker abbreviation - (Fd) - to rebuilt (and often re-roled) airframes as opposed to only to its own production types.
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8 -
(Wkf) = WKF; Wiener Karosserie- und Flugzeugfabrik AG; Vienna
- Trans.: Vienna Coach- and Aircraft Factory Ltd.
WKF began in June 1913 as the auto/lorry-builder Wiener Karosseriefabrik W.Gutmann (after its founder. industrialist Wilhelm von Gutmann). Work on aircraft production began in 1916. The company name was officially changed to Wiener Karosserie- und Flugzeugfabrik (WKF; or Vienna Body and Aircraft Factory) on 31 Oct 1916.
The headquarters and factory of WKF were located in Wien X (Vienna) but, in 1917, an airfield -
Flugfeld Hennersdorf - was established for airframe final assembly and testing. On the same site, a sawmill for aircraft-grade timber was also established.
WKF's initial aircraft were licensed Ungarische Lloyd designs. Licensed Aviatiks and Knollers followed. But it was not until 1917 than WKF chief designer,
ing Alfred Gassner began work on original aircraft designs for the firm. Of these, only the Serie 85 aka WKF D.I biplane fighter went into production (albeit, too late for service during WW1).
With Austrian military aircraft production forbidden after WW1, the WKF facility was taken over by the Österreichische Waffenfabriksgesellschaft (ÖWG; Austrian Weapons Factory Co.) in 1920. The ÖWG didn't help and the plant closed for good in 1926.
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9 -
(Mag) = MÁG; Magyar Általános Gépgyár Rt.; Mátyásföld
- German: Ungarische Allgemeine Maschinenfabrik AG
-- Trans.: Hungarian General Engineering Works (or Machine Factory)
The origin of the Magyar Általános Gépgyár (MÁG) as a vehicle maker dates back as far as 1884 but the name was not adopted until 04 July 1912. The MÁG factory in Budapest's 6th district focused on automobile and truck production. The first move into aviation came in 1913 when MÁG received a license for Austro Daimler aero-engines (with 800 built by Nov 1918). Success in this venture resulted in a majority interest in MÁG being taken over by Austro Daimler and a credit bank.
With more financing available, a site at Mátyásföld was selected in 1916 for the contruction of a larger factory building with an adjacent airfield. Airframe construction began with licenses for both the Aviatik C.I(Mag) recce biplane - with 24 built - and the Aviatik D.I(Mag) fighter biplane - with 106 completed.
Also in 1916, MÁG bought rights to various Fokker airframe designs. The German firm supplied a range of prototypes thought to be of interest to the Austro-Hungarian military. MÁG would then make adjustments to these prototypes' armament and sometimes engines to better-suit the needs of the
k.u.k. Luftfahrtruppen.
Success in Fokker airframes came with the prototype Fokker V.22 90.05 - a Fokker D.VII biplane fighter re-engined with a 200 hp Austro Daimler engine. That German-made airframe became the model for the production Fokker D.VII(Mag) powered by a higher-compression, 225 hp Austro Daimler and armed with twin, synchronised Schwarzlose M 16 machine guns. A small run of rotary-engined Fokker D.VI(Mag) was also undertaken.
With the end of WW1, Magyar Általános Gépgyár Rt. returned to automotive production. The firm survived into the Great Depression, with MÁG finally closing its doors for good at the start of 1933.
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https://www.secretprojects.co.uk/threads/magyar-Általános-gépgyár-mÁg-aircraft.50164/
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10 -
(Th) = Thöne & Fiala Maschinenfabrik; Wien X (Vienna)
-- Seen spelled-out as Thöne und Fiala [5] & misspelled as 'Thone' or 'Thoen'
-- eg: Prototype = (none known)
-- eg: Production = 101.41; last of 1st licensed series Aviatik D.I(Th) fighters
As noted elsewhere, Thöne & Fiala began by machining precision instruments for the automotive and railway industries. With the outbreak of war, Thöne & Fiala transferred some of their expertise to aircraft instruments (eg: pitch and roll indicators). Thöne & Fiala got its start in airframe manufacture with the disasterous 'Knoller
Programm' - an attempt to produce a range of fully modern and combat-capable types rapidly. But this programme - under academic Prof. Richard Knoller - proved to be a collossal waste of time and resources.
Still, even forced to deal with Prof. Knoller's mediocre designs, Thöne & Fiala's own abilities had been demonstrated. The Vienna firm was next entrusted with licensed production of the Aviatik (Berg) D.I fighter. [1] Fortunately, one Thöne & Fiala-built Aviatik D.I(Th) -
Flugzeugnummer 101.40 - has been preserved. Sources differ as to whether any of the second series
Bauart 201 Aviatik D.I(Th) were completed. [2] Some say none were built. Others claim that 9 x
Bauart 201 fighters were accepted between June and September of 1918.
There are unconfirmed online claims that Thöne & Fiala were being considered as a licensee of Fokker D.VII fighters. [3] If true, it may be that the
k.u.k. LFT intended for Thöne & Fiala to follow Aviatik (Berg) D.I
Bauart 201 production with Fokkers.
It is unclear to me what happened to Thöne & Fiala at the end of WW1. I also wonder - based solely on the name - if there were connections between the firm and the noble Fiala-Fernbrugg family. If there were, one wonders if ace pilot
Hauptmann Benno Fiala Ritter von Fernbrugg may also have had a connection?
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[1] Thöne & Fiala was one of six companies building the Aviatik (Berg) D.I.
[2] That
Bauart 201 alone is quite bizarre. Within the 'logic' of the
k.u.k. LFT system,
Bauart 101 makes sense - '101' indicating the first design to be produced by supplier number 10. The next substantial design produced by Thöne & Fiala should have been '
Bauart 102'. But, instead, we get
Bauart 201. Go figure!
[3] Other planned D.VII licensees are given as: MÁG (Magyar Általános Gépgyár aka Ungarische allgemeine Maschinenfabrik) and Oesterreichische-Ungarische Flugzeugfabrik 'Aviatik' GmbH.
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