A E R O F I L E
S A CENTURY OF
LaceyJoseph L Lacey, Tulsa OK.
M-10 1962 =
2pChwM; 95hp Continental C-90; span: 20'0" length: 19'6" load: 400# v:
x/120/38 ceiling: 25,000'; ff: 7/6/62. Pivoting, unbraced wing stowed
fore-and-aft for trailing or hangaring. POP: 1 [N73884].
M-10 VW Twin 1968 = 2pChwM; two 40hp VW; span: 20'0" length:
19'6". POP: 1 [N187LH].
LACOLACO (fdr: Joe Laven), Desert Hot Springs
125, 145 1977 = 2pOB; 125hp Continental C-125; span: 22'8"
length: 19'6" load: 540 v: 124/113/56 range: 325; ff: 5/29/77. [N1KN].
Model 145 had 145hp Continental C-145.
LaddRobert Ladd. No location.
Taylor Chihuahua 1967 = 1pClwM; 53hp VW; span: 21'0" length:
15'6" v: x/118/60 range: 250; ff: 9/?/67. [N2531]. Developed from British
John Taylor monoplane.
LafayetteLafayette Aircraft Works, 230 W Washington
Blvd, Los Angeles CA.
T 1928 = 5pCB; Menasco-Salmson; span: 33'4" length: 20'6". POP:
1  c/n C-7. Also were remodelers of the enigmatic
La FranceNeal La France, Wichita KS.
Cadet STF 1998 = 2pClwM rg; 100hp Continental O-200.
Scratch-built replication of Culver Cadet with steel-tube fuselage (that
"STF" in the model name) and fiberglass cowling; similar specs. Plans
offered to home-builders for $230. POP: 1 prototype [N48TY].
Laird, Laird-Swallow, Laird-Turner
LairdCharles L Laird, Chicago IL.
Special 1930 = 2pOB; 325hp Wright J-5, also J-6; span: 35'0"
length: 22'4". Built for John L Patten of Evanston IL. [NR10705] c/n
It seems he set up Aircraft
Engineering in Chicago 1930 after he left Wichita and built the B-2.
He also had a hand in the Greer College Bryan-Laird B-1B [516K]. (—
John M Jarratt 9/23/02)
Lake(C J) Lake Submarine Co, Bridgeport CT.
One of several classified in 1909 Jane's as an "Air Sucker,"
described only as having hollow curved surfaces, on which "heated elastic
fluid" is discharged, and that "considerable progress has now been made."
A flying submarine? Intriguing, to say the least.
Lake (aka Dan Lake)Dan Lake, Lake City KS.
C-1 1929 = 4pCB; 150hp Hisso A. Modified 165 Swallow.
This is a very odd one. Swallow C-165 [431N] was a
monoplane with a Wright radial. This [431N] was a biplane with a Hisso
engine. I looked deeply into the registers and found that C-165 was
registered 1929-33, while C-1 was registered 1934-36. It sounds
unbelievable, but Dan Lake must have taken over the [431N] registration
when C-165 (which he designed) was scrapped and used it for some nostalgic
Hisso biplane. Or is it really possible he used the remains of C-165 to
build this biplane? What for? Talk about recession! (— Lennart Johnsson
Designed by Dan Lake, and built Oct 1929 by Swallow with a 165hp Wright as
C-165 [X431N] c/n 1, relicensed as [431N] Oct 1930. Sold to Dan Lake in
Oct 1933 by the receivers of Swallow. The company name could not be used,
so Lake used his own name and changed the model to C-1 after switching to
the 150hp Hisso. Sold May 1935 to Stanley Ball of Wichita, reg cancelled
6/1/36, and no further info was found. (— John M Jarratt 2/15/06)
Lake1959: Lake Aircraft Corp (pres: Jack Strayer),
Sanford ME. c.1961: Aerofab (Herbert Lindblad (ex-Colonial)) founded to
build Lake Amphibians for M I Alson, Lake Aircraft distributor, 5511 S
Main St, Elkhart IN. 1963: TC acquired by Consolidated Aeronautics. 1969:
Moved to Tomball TX. 1979: Acquired by Armand Rivard, Laconia NH and
Kissimmee FL; TC to REVO. 2002: Lake and Aerofab sold to LanShe Aerospace
(pres: Wadi Rahim); TC to Global Amphibians. Renamed as Sun Lake Aircraft,
Ft Pierce FL.
LA-4 1960 (TC 1A13) - Evolution of Colonial Skimmer.
4pCmwMAm; 180hp Lycoming O-360A1A pusher; span: 38'0" length: 24'11" load:
850# v: 140/131/50 range: 627. $26,580 base; POP total Lake LA models: 24
to 1961; total ancillary production: about 916 to date (2005), excluding
LA-4A 1960 = POP: 2 [N1001L/1002L], c/ns 244/245.
Seaplane 1969 = 4pCmwMFb; 180hp O-360. The
sole gearless Lake. $23,562; POP: 1 [N7637L] c/n 411.
LA-4P 1960 = 4p conversion from Colonial C-2 with bow
lengthened to enclose retracted nose gear; length: 24'11". POP: 1
prototype [N261B], c/n 121.
LA-4-180 (Aerofab) c.1961-69 = 180hp Lycoming O-360.
Some LA-4-180, -200, and -200EP had after-market Rajay turbochargers.
[N2611P] (William T Larkins)
LA-4-200 Italian registry
Buccaneer 1968 = 200hp Lycoming IO-360-A1B pusher; load: 1050#.
$31,000, $53,000 in 1980.
LA-4-200EP Buccaneer (Rivard) 1982-86 = LA-4-200 with
balanced IO-360-A1B6 pusher, extended propshaft, rear engine cowling,
batwings, cargo door, fuel floats as standard equipment; load: 1135#.
$96,600 (1983), $110,000-125,000 (2004).
LA-4-250 [N124L] (William T Larkins)
Renegade (Rivard, Sun Lake) 1982 = 4-6p all-metal conversion
with 250hp IO-540-C4B5 pusher; span: 38'0" length: 28'4" load: 1200# v:
x/140/56 ceiling: 12,500'. Fuselage stretched in cabin area. Three-blade
metal prop; tail, pylon, and engine cowl redesign, larger fuel tanks (90
gal). $146,000 (1982), $220,000 (1986); POP: about 135 to date (2005).
Turbo Lycoming TIO-540-AA1AD version available. Renamed by Sun Lake as
Renegade 2 and 2T.
LA-270T aka Turbo Seafury 1987 = 4p with 270hp
TIO-540-AA1AD pusher. $348,000 (1991), $745,500
Seawolf 1985 = Military version of LA-4-250, 2 of which
reportedly were boosted to 290hp. POP: 1 prototype [N1401G], production
LamLarry Lam. No location.
Wanderer 19??= 2pClwM rg; Lycoming O-235. [N186LM].
SEE ALSO MonocoupeMonocoupe Div, (S L "Casey")
Lambert Aircraft Corp, St Louis MO and Long Island NY.
1344 SEE Breese-Dallas 1.
D Box Full 19?? = 1pOhwMF; 85hp Continental. Modified Corben
G 1935 = 2pClwM; 90 Lambert. POP: 1 [X11791].
H 1936 = 5pClwM; two 90 Lambert. POP: 1 [X15433].
Monocoach 1935 = 6pClwM; 400hp P&W Wasp. All-metal. POP: 1
Twin Monocoach 1937 = 4-5pClwM rg; two 90hp Lambert R-266; span:
36'0" length: 24'6" load: 1338# v: 160/130/40 range: 900. Later repowered
with 125hp Menasco C-4. SEE Monocoupe.
Lamson1953: Merger of Central Aircraft (crop
spraying) & Robert T Lamson Aircraft Co, Yakima WA.
Tractor [N31237] (film clip, Natl Manufacturers Assn)
Tractor 1953 = 1pOB; 450hp P&W R-985; span: 33'7" length: 26'5"
load: 2400# v: x/100/35; ff: 12/10/53. R T Lamson, a former test pilot
for Boeing Co. Hopper load: 360 gal. c.$15,000 (equipped); POP: 2 crop
sprayers and seeders with a predominant upper gull-wing [N31237/31238]; on
the former, wing roots served as fuel tanks, the latter had a
metal-covered fuselage with internal fuel tank. Wing units were
interchangeable on both prototypes, as were all six tail units.
Lancair1983: Neico Aviation Inc (fdr: Lance A
Niebauer), Redmond OR.
1989 (TC LC30) = Kit packages with carbon technology. 4pClwM rg; 350hp
Continental TSIO-550E with constant-speed prop; span: 30'2" length: 25'0"
load: 1300# v: c.375/334/71 range: 1400 ceiling: 29,000'. $52,400 for a
non-pressurized standard-build kit, $100,800 for a pressurized fast-build
kit. IV-P was pressurized version; load: 1000# ceiling: 29,000'; kit
price: $38,500 (1989), $76,500-80,200 (1998). POP IV/IV-P: 94 known built
200 1983 = 2pClwM; 100hp Continental O-235 or -290; span: 23'6"
length: 19'8" load: 650# v: 210/195/55 range: c.1000. First Lancair
235 198? = 2pClwM; 100hp Continental O-235 or -290; span: 23'6"
length: 20'0" load: 600# v: 225/210/55 range: c.1000. $19,975; POP (est):
320 1987 (TC LC20) = Kit packages. 2pClwM rg; 160hp Lycoming
IO-320; span: 23'6" length: 21'0" load: 635# v: 250/225/63 range:
1020-1250. Replaced 235. Approved for aerobatics. Kit prices:
$18,950 (1987); $23,200-28,900 (1998); kit also available in carbon for
$34,400 (1998). POP: 300 known built by mid-1990s.
360 1988 = Same as 320, but with 180hp IO-320; load:
595# v: 260/235/63 range: 940-1180. Lancair Columbia
300 (N140LG) (Lancair)
300 1998 (ATC LC40-550FG) = Factory-built ship based on Super ES
design; fixed tri-gear. 4pClwM; 300hp Continental IO-550N; span: 36'1"
length: 25'1" load: 1355# v: x/220/65 range: 1266. Composite E-glass
technology (fiberglass cloth pre-impregnated with epoxy resin), honeycomb
core. Projected: $189,000, $225,000 for basic IFR equipped; POP: 11 by
early 2001. One to NASA in Jan 2001 for use as a testbed in evaluating
technologies developed in Advanced General Aviation Transport Experiments
(AGATE) and Small Aircraft Transportation System (SATS) programs.
ES 1991 (TC LC20) = Kit packages. 210hp Continental IO-360;
span: 35'6" length: 25'0" load: 1300# v: 234/192/57 range: 1360; kit
price: $33,900 (1991), $39,900-42,900 (1998). Available as Super ES
with IO-550G; load: 1200# v: x/225/57 range: 1200.
Landgraf1943: (Fred) Landgraf Helicopter Co, 135 St
at Central Ave, Los Angeles CA.
H-2, -3, -4
1944 = 1pCH; 85hp Pobjoy R; span: 27'0" rotor: 16'0" length: 15'0" load:
186# v: 100/x/0. Fred Landgraf; ff: 11/2/44. Twin overlapping
rotors on wingform pylons. $2,300; POP: 1 [X21762], produced as military
evaluation prototype, damaged in a test flight. Company, beset by
financial problems, cancelled development of 3p H-3 and 5-8p H-4, and
auctioned its design and tooling in 1949, with the remains of the
prototype going for $50.
Landis & Earle(George L) Landis & Earle
(Blodgett), 4633 Cramer St, Milwaukee WI.
101 1934 = 2pChwM; 90hp Cirrus. Side-by-side cabin; wings
modified from Pheasant Traveler. [NR/NC13657].
LaneLane Automatous Air-Ship Co, San Francisco
Helicopter 1908 = Described only as
having a single 40'x20' plane in the center of a horizontal screw 16' in
diameter. "The screw sucks air from above, compresses it, and discharges
it underneath from special cups at 250 times per minute." Jane's
reported that Lane flew this for 1.5 miles on 9/8/1908, using only hand-
and foot-power, but specs show it having a 36hp motor.
LangFrank Lang, Lockport IL.
Sport c. 1968 = 1pOlwM; Menasco.
LangdonJesse E Langdon, Bell CA.
1929 = 1pOH; 150hp Hisso A; rotor: 26'0". Helical vane arrangements with
myriad wires replaced wings and stabilizers; heavily-modified Curtiss
JN-4D fuselage. US patent #1,694,880 in 1928. Rotor was driven by a disc
drive, with friction providing speed control. Plane was apparently built,
but flight info, if any, was unrecorded.
1910 = A triangular wing, span: 20'0" length: 26'0", with trailing-edge
ailerons. Powered by a 25hp motor driving two props in a tandem
pusher-tractor arrangement; four-wheel undercarriage. Reportedly made a
few successful flights.
LanghurstLouis F Langhurst, Carriere MI.
Stuka 1978 = 2pClwM; 220hp Avco Lycoming GO-435; span: 32'6"
length: 24'0" load: 575; ff: 7/19/78. 7/10-scale replica German Stuka dive
LangleyDr Samuel P Langley, Washington DC.
Aerodrome Glenn Curtiss replica under construction and in flight,
Aerodrome Curtiss replica from old postcards
1903 = 1pOmwM; 53hp radial motor designed by Stephen Balzer; span: 48'5"
length: 52'5". Two tandem wings; designed for catapult launch from a
houseboat. Built at the Smithsonian Institution with a $50,000 government
grant, attempts at flight on 10/7 and 12/8/1903 (p: Charles Manly), both
failed. Notable for his early experiments with steam-driven model
aircraft, achieving flight in 1896, it wasn't until nine years after
Langley's death that his Aerodrome, replicated and modified considerably
(as contested by the Wright brothers), and powered by an 80hp Curtiss, was
successfully flown by Glenn Curtiss at Lake Keuka NY on 10/25/14.
Langley Bomber SEE Standard-Handley-Page
Langley1940: Langley Aircraft Corp (pres: Caleb S
Bragg), Port Washington NY. 1942: Acquired by Andover-Kent Aviation Co
(pres: J J Brooks), New Brunswick NJ, but WW2 curtailed activity. 1947:
Langley Aviation Co, New York NY.
[NX29099 and N51706] (Frank Rezich coll)
[NX29099 and N51706] (Paul McLaughlin coll)
XNL-1  (Paul McLaughlin coll)
Color pic shows why it was called "an exquisite piece of furniture" (Paul
(2-4-65/90), NL-1 1942 (ATC 755) = 2-4pClwM; two 65hp Franklin 4AC;
span: 35'2" length: 20'8" (>20'6") load: 985# (>890#) v: 135/120/50
(>142/125/46) range: 400 (>600) ceiling: 13,300' (>15,000')
(disparities are likely between preliminary estimates and actual flight
test results, but which are which is unresolved). Arthur Draper,
Martin Jensen. The name honored aviation pioneer Samuel P Langley
for his early attempts at flight. Take-off in 200'. Second version (aka
29-90) had 90hp Franklin (v: 150/135/55 range: 450). Vidal
plastic-bonded mahogany plywood construction. WW2 interrupted production.
$8,500; POP: 2 [NX29099, NC/N51706]. The latter went to USN as
XNL-1 , then was sold as war surplus. After a crash-landing
c.1965, its remains, along with parts of a Stinson Voyager, were rebuilt
into an experimental aircraft and renamed Pierce Arrow [N6622A] (no
relation to 1926 Pierce Arrow).
LanierEdward H Lanier and son (Edward M), Miami and
Jacksonville FL, Covington KY. 1943: (E M) Lanier Aircraft Corp, Marlton
1908-22 - Of interest is that the elder Lanier was
also inventor of the ice cream cone, which he created while an exhibitor
at the 1898 Columbian Exposition in Chicago. Although he had a profitable
business selling cone-making machines, his real fascination was with
flight, and he is said to have built several aircraft during this period,
details of which are unknown.
PL-8 [N4157A] (Lanier via Ron Dupas coll)
Commuter PL-8 1958 = 1-2pClwM; 150hp Lycoming O-320; span: 20'7"
length: 21'5" load: 500# v: 165/151/30 range: 625 ceiling: 23,000'.
Take-off and land in 60'. [N4157A].
II [N9060H] (Frank Rezich coll)
I, Paraplane II 1949 = 1pClwM; 90hp Continental A-90; v: 120/x/28; ff:
?? (p: Leo Riley). POP: 1 test-bed used by Office of Naval Research in
STOL evaluation [N9060H]. Inverted "Vacucell" gull-wing, with an air scoop
below and vacuum-slots on top, enabled slow flight at 19mph, take-off in
100', a 30-degree climb angle, and was spin- and stall-proof. Modified
Paraplane II showed up in 1949 with a 22'6" wing and was capable of nearly
443 Paraplane 1949 = Little data were found, but this was
apparently a larger reconstruction of the previous with 180hp Lycoming
O-320; v: 171/x/30. POP: 1 [N9060H] (transferred from 120 Paraplane?).
Project abandoned c.1955 after failing to attract a market.
Vacuplane 1928-33 - A series of experiments to explore Lanier's
ideas on low-speed flight. Relative US patents from 1930-33: #1,750,529,
#1,779,005, #1,803,805, #1,813,627, #1,866,214, and #1,913,809.
The idea was to adopt the vacuum principle for
inherent stability, especially at stalling conditions. Low speed was
achieved by placing an upwardly-open concave cell ("vacuum cell") in the
center section of the aircraft, most often blending into the fuselage.
Slots were also involved. Hence reduced air pressure evolved in the cell
which, of course, had a positive influence on the lift. Most Vacuplanes
involved the University of Miami aeronautics department and its director,
Prof F H Given, to some degree — details are sketchy. The Vacuplane
documentation is chaos, and likely no one will ever sort it out, so the
following information on the XLs should be regarded as a mixture of facts
with some educated guesses. (— Lennart Johnsson)
XL-1 1928 = 1pOlM; Anzani; span: 8'10"(?). The wings
were spaced away from the fuselage to allow the air to flow against the
vacuum cell.  c/n 1.
XL-2 1930 = 1pCmwM; 85hp LeBlond 5DF. Here the vacuum cell was
mounted as a separate box on top of the fuselage. Full-cantilever wing
with a span of at least 25', reportedly a modified Durand 13 airfoil.
Twin fins and rudders. Pilot in an enclosed cabin under the wing.
[X816Y] c/n XL-2.
XL-3 c.1931 = 1pChwM; span: 13'10" v: 90/x/25; take-off in
XL-4 1931 = 1pChwM; LeBlond. XL-3 modified with stabilizing
wingtip "winglets"; v: 110/x/25. The wing was mounted as a parasol on
top of a central pillar which also housed the pilot.  c/n X-141.
LVF (XL-5) 1932 = 1p or 2pOmwM; 36hp Aeronca; span: 14'4"
load: 225# v: 96/80/30 range: 250. Take-off run: 90'. A number of pilots
found it stable enough not to slip or dive in a stall. In landing it had
a tendency to favor a steep descent with control maintained at minimum
forward speed. [X12865] c/n XL-5. Some data refer to it as XL-5> from
its c/n. A mysterious, Roman-numbered XL-III referred to in some
documents might be identical with this one.
LansingC R Lansing, Warren OH.
1931 = 2pOM; 40hp Ford. .
LansingOrville G Barnum and Lansing (Ed) Ratelle,
1T 1931 = 2pOB; 45hp Szekely SR-3; span: 20'0"; ff: 9/x/31. Tail
design "prevented flat spins."  c/n 1000.
LanziusLanzius Aircraft Co, New York NY.
L I Variable Speed Aeroplane 1917 = 2pOB; 140hp Duesenberg.
Lanzius L II
L II 1919 =
1pOB; 350hp Packard 1A. POP: 2 to Air Service for evaluation [AS40034,
40036]; contracts for 2 more were assigned but not built [AS40036, 40037].
Variable Speed Aeroplane 1918 = 1pOB. Little data uncovered
about this rather modern-looking creation, but one photo shows a monocoque
fuselage and a three-quarter-span beam-type bracing on the top wing.
Likely an OX-5 or Hisso for power. Another photo in a magazine ad shows a
similar plane with a less-rounded fuselage and with that truss arrangement
duplicated on the underside of the lower wing.
La PorteLa Porte Aircraft Co, La Porte IN.
1938 = 2pChwM; 45hp Continental A-45. Vernon Payne.
LardinArthur Lardin, W A McCurdy, E Smith, New
AL-1 1934 = 1pOM; 85hp DH Gypsy.
Off-hours project by employees of Bellanca Corp. [X12Y] c/n 1.
Lark1927: Lark Aircraft Co (pres: Romer G Weyant),
217 E Lincoln, Wichita KS. 1928: United Aircraft Corp (qv).
1927 = 6pO/CB; 225hp Wright J-5. Fred R McConigal. 4p cabin, 2p
open cockpit; very likely a redesignation of Commercial Sunbeam.
POP: 1 [X137E] c/n 1, maybe more, but not found. Became known as a
United Lark, and is one of the snarls that has yet to be
sufficiently untangled — AAHS E-suffix register has it as a cabin
monoplane, which could be a typo.
Larkin(W Keith) Larkin Aircraft Corp, Watsonville
Skylark KC-3 1973 = Home-built. 2pCmwM; 65hp Volkswagen pusher;
span: 26'6" load: 456# v: x/105/42. Sleek twin-boom, twin-tail, fiberglass
plane with marketed plans; optional pontoons. POP: 1 prototype [N1LA].
LarsenHerman Larsen, Keasbey NJ.
2-C 1931 = Unknown-type Ford-powered
home-built. [769N] c/n 2.
Larsen SEE Junkers-Larsen
Larson, Larson-HolmesMerle Larson & Paul Holmes,
Larson Aero Development, Concord CA.
[NX4840V] (William T Larkins)
Agricultural Biplane 1955 = 1pOB; 225hp Lycoming R-680; span: (upper)
30'0" (lower) 33'0" length: 27'0" load: 1700# v: x/90/40; ff: 5/30/55.
Take-off run: 200'. Half-fuselage of welded steel tubing; twin tails on
framework boom. Sheet-metal wings, all four panels of equal size. Standard
Ford automobile wheels and brakes. [X4840V].
F-12 Baby 1961 = Sportplane. 1pOB; 85hp Continental C-85; span:
17'0" length: 17'0" load: 300# v: 130/110/x..
Helicopter [N7352C] (William T Larkins)
1958 = 1pOH; 85hp Continental C-85; no data. [N7352C].
C 1953 = 2pChwM; 65hp Continental C-65; span: 12'0" (chord: 3').
Modified Taylorcraft with almost no wing to speak of; flight data unknown.
My father (Sheridan Hale) said he was at the airport
when Larson flew the Speed Bird at Buchanan Field (Concord CA). He said it
took a long time to get off, and Merle flew it around the pattern. One of
the pistons was tight and, on downwind, the engine froze. Larson tried to
stretch the glide, but didn't make it. The plane crashed, and they ran
over to get him out. The landing gears were real strong on the old
Taylorcrafts and the plane had buckled in the middle, trapping Larson in
the cabin. He said they picked up the tail, unbent it a bit, and Merle
climbed out. (— Ken Hale 7/17/00)
B [N29C] (William T Larkins)
B 1949 = 1pClwM; 85hp Continental C-85. Goodyear racer Illusion
[N29C]; damaged on take-off en route to the race, was dismantled and
SEE ALSO FlaggLaSalle Aircraft Co (pres: Claude C
Flagg), 111 Maple St, Joliet IL. 19??: Ottowa IL.
F-2 1928 = 2pCM; 55hp Velie M-5. [X155E].
[386H] (1930 Aviation)
Coupe 1929 = 2pChwM; 60hp LeBlond or Velie; span: 32'0" length: 21'6"
load 465# v: 110/85/38 range: 400. Claude Flagg. $2,995; POP: 2
[16M, X386H], plus several airframes assembled before the factory closed
in the Depression.
LasherC W Lasher, Winter Springs FL.
Renegade 1 1974 = 1pCmwM Formula V racer; 55hp VW; span: 17'0"
length: 15'0" load: 220 v: 170/145/50 range: 225. [N73RL]. Plans marketed
by Southern Aeronautical Corp, Miami FL.
Lasley(John A) Lasley Tool & Machine Co, Beloit
= 1pOB; Velie M-5, later 90hp Lambert and 65hp Continental; span: 20'0"
length: 18'0" load: 300# v: 110/100/45 range: 300 ceiling (est): 11,000'.
[N819N] is one of the original Roza creations of the early '30s,
and it was acquired by Franklin Aircraft Co, who modified it a prototype
for their Sport 90. It was purchased by Lasley c.1935. who built
and installed Peyton Autry-designed wings, then sold it to Lloyd Gabriel.
After a crash, it was rebuilt in 1953, reportedly with 125hp Continental,
then crashed to destruction in 1957 while buzzing a house.
LathropLathrop Polytechnical Institute, Kansas City
School A 1931 = 1pOM; 23hp Henderson. [445V] c/n 1.
LawhornJerry L Lawhorn, Anchorage AK.
Kee Bird 1957 = 3pChwM; 190hp Lycoming O-435-1; span: 39'0"
length: 26'6" load: 760# v: 125/110/23. Specially built for landing on
rough terrain with 35"x15x6 tires. Wings and flaps from Boeing YL-15. 135'
take-off in sand with flaps, 125' landing roll. [N4775C].
LA-3 c.1964 = 2pChwMAm; two 72hp McCulloch; span: 27'0" length:
22'3" load: 665 v: 135/130/55 range: 1300.
LawrenceGeorge Lawrence, uncerain location, possibly
Kansas. Unrelated to Lawrence-Lewis Co.
1909 = 1pOB; auto engine with two 7' pusher props driven by shaft and
bevel gear; span: 44'0" length: 28'0" (possibly main chassis only). A
close copy of AEA's Silver Dart, it was listed as Lawrence III in
1909 Jane's and described as "chiefly remarkable for extreme
1911 = 2pCBFb. Destroyed by a motor fire during ground tests in
LawrenceLawrence Institute of Technology, Southfield
Special [N138C] (K O Eckland coll)
1949 = 1pCmwM; 85hp Continental C-85; span: 10'8" length: 20'3" v(race):
138.06. Midget racer Chappy (p: Carl B Ambler) [N138C]. Twin-boom,
twin-tail pusher with a two-wheel tandem gear (because Goodyear rules said
planes had to have two wheels), which was replaced by a tricycle gear in
Lawrence-LewisGeorge R Lawrence, Chicago IL. 1915:
Lawrence-(Harry S) Lewis Aeroplane Co, Chicago.
-Lewis A-1, -2,
-4 1915 = 2pOBAm; 50hp Kirkham C-4; load: 700#+. Cockpit was enclosed
deep in a covered fuselage that looked vaguely like an early Loening
design. Made more than 150 successful flights. Advertised as a "speed
type," flying "without ailerons, wing warp, or other means of manual
control," leaving us to wonder how it was steered. POP: about 3. Basic
differences in subsequent A-2 and -4 were changes in engines
and radiators. SEE Lawrence-Lewis in
-Lewis B-1 1916 = OBAm; Hall-Scott. Advertised as a
"load-carrying type," an extension of A-1, it never went into production.
Lawson1917: (Alfred William) Lawson Airplane Co,
Green Bay and Milwaukee WI. 1925: Lawson Aircraft Co, New York NY.
Air-Line 1919 = 18pCB; two 400hp Liberty 12; span: 95'0"; v x/111/x.
Walter Barling (possibly), Vincent Burnelli; ff: 8/23/19 (p:
A W Lawson, Charles L Cox). Triple-tail, quad landing gear;
plywood-covered Pullman fuselage, 6'6" wide and 7'0" high, included
panorama windows in front. Built in sections in a loft at the Cream Sash
& Door Co, Milwaukee, assembled at Wisconsin State Fairgrounds (often
seen in error as Air-Liner). POP: 1; the first US multi-engine
(Aerial Age via Joe Martin)
Air-Line aka Midnight Air-Liner 1921 = 34p tri-motor version of
the C-2 with 124'0" span; ff: 5/8/21. Would have been the first US
airliner capable of operating at night as a sleeper, it had berths and a
white-enameled lavatory, even a shower with hot and cold water! POP: 1,
dismantled after being badly damaged on its test flight when it ran into a
MT-1 1917 = 2pOB; 80hp Hall-Scott; span (upper) 45'0" (lower)
34'0" length: 27'0". POP: 1 trainer.
(Peter Bowers coll via Skyways)
MT-2 1918 =
2pOB; 100hp Hall-Scott A4; span: 39'0" length: 25'0" v: 90/x/40; ff:
5/2/18 (p: George Puffles). POP: 1 prototype built for military tests
. An Air Service order for 100 planes was received just before the
war ended, but was cancelled. The prototype kept flying until an
inexperienced 17-year-old pilot totaled it in a crash at New Sweden ME in
1931; he was unhurt.
Pursuit 1918 - 1pOB fighter design with 180hp Hisso; never produced.
The genius of Alfred Lawson|
unknown in the annals of aviation history, Lawson might be described
as an eccentric genius, one well ahead of his time. Beside the
mentions above, some of his accomplishments worthy of note
Publisher of Fly magazine, 1908-09, and Aircraft,
1910-17; (2) National League baseball pitcher, 1890s; (3) invented
the lighting system for night baseball, 1901; (4) author and editor
of several aeronautics books; (5) first to devise sleeping berths,
airborne bathrooms, heated cabins, and heated rudder pedals for
open-cockpit planes; (6) first to offer passengers night flights;
(7) US patent #1,568,855 in 1925 for his passenger compartment
design; (8) proposed transatlantic flight in 1918 by placing a
string of floating airports between USA and Europe; (9) proposed a
transcontinental air route; (10) proposed an airborne post office;
and last, but certainly not the least, (11) coined the word
"Aircraft" and trademarked it in 1908, but it quickly fell into
generic use after generically appearing in Webster's Dictionary of
1912, where he worked as Aeronautics Editor. (— K O
Lay BrothersHenry and Jack D Lay, Helena MT.
LT-1 1931 = 2pOM with 70hp Siemens, very likely a Pietenpol.
 c/n 106.
SL-4 1930 = Unknown type, also likely a Pietenpol; Lawrance
engine. [508K] c/n 104.
Lazor-RautenstrauchJim Blick, Bethany CT.
1950 = 1pClwM; 85hp Continental C-85; span: 18'3" length: 15'10" load:
400# v: 227/183/70. Midget racer Belle of Bethany [N1306V]. Rebuilt
as Blick Special in 1952; destroyed in 1959.
Leach(Ronald) Leach Aero Service, Main &
Franklin Sts, Hartford MI.
1933 = 1pOB; 165hp Continental A-70. [NR13528] c/n 1.
LeaderLeader Aircraft Co (pres: Karl Bjorkenheim),
4114 East 14th St, Oakland CA.
Lancer 1936 = 2pOB. No data.
Lear, Learjet1929: (Archie and Claude) Lear Aircraft
Corp, Pratt KS. 1954: (William P) Lear Inc, Santa Monica CA. 1959:
Established Swiss-Amaerican Aviation Corp, St Gallen, Switzerland. 1962:
Lear-Siegler Corp. Jan 1963: Lear Aircraft Co, Wichita KS. 19??: Learjet
Industries Inc. 1969: Gates Learjet Corp, 6868 S Plumer Ave, Tucson AZ.
1990: Acquired by Bombardier Inc, Canada (qv). 1997: Bombardier flight
test center moved to Learjet facility, Wichita KS.
1929 = 2pOB; 60hp Velie M-5; span: 24'1" length: 19'8" load 300#.
Claude Lear. POP: at least 2 [371M, 718K], with respective c/ns
102-B and 100-B; data on a possible c/n 101-B not found. [718K] reported
in storage 2/19/30, license expired 2/9/33.
1930 = 2pOhwM; 32hp Henderson; v: 80/x/20. POP: 4. Prototype was built
by the Junior Aircraft Club of Anthony KS.
C-21 1984 =
USAF utility and cargo. 2pClwM rg; two 3500# Garrett TFE731-2-2B
turbofans; span: 39'6" length: 48'7" v: 530 range: 2300. $2,800,000; POP:
74 as C-21A.
[N626BL] (Dan Shumaker)
1981* = Corporate fanjet, funded in part by the British government.
8-9pClwM rg; two 650# P&W PT6B-35F pusher; span: 39'4" length: 40'7"
load: 3250# v: 425/323/x range: 1550 ceiling: 41,000'; ff: 1/1/81
[N626BL]. POP: 3. * The date of "12/32/80" was used on USPS first-flight
souvenir envelopes to honor Gates' goal, set before his death, to have the
ship built and flying in 1980.
Learjet 23 1963 = 9pClwM rg; two 2850# GE CJ610-1; span: 35'7"
length: 43'3" load: 6350# v: 569/518/x range: 1875; ff: 10/7/63 (p: Hank
Beaird, Bob Hagan). Production began in 1964. POP: 105; 2 prototypes
in 1998 [NASA 805] (Jim Ross/NASA)
24D 1966 = 6-8pClwM rg; two 2950# GE CJ610; span: 35'7" length: 43'3"
load: 6512# v: 534/x/115 range: 1988 ceiling: 45,000'; ff: 2/24/66. (24C)
$750,000, $883,000 in 1974.
Learjet 25B 1966 = 10pClwM rg; two 2950# GE CJ610; span: 35'7"
length: 47'7" load: 8145# v: 534/x/120 range: 2037 ceiling: 45,000'.
$1,014,565 (1974); POP (total Learjet 24/25): 626.
25C 1970 = 8p 25B; load: 8132# range: 2504.
Learjet 28, 29 Longhorn 1977 = 10-12pClwM rg;
two 2950# GE CJ610-8A; span: 43'10" length: 47'8" load: (28) 7105# (29)
7176#; ff: 8/24/77 [N266GL]. Had winglets.
25D 1970 = 10p 24D; load: 7050# range: 1646.
25G 1970 = Same as 25D but load: 8050# range (nm):
Learjet 31A (Bombardier) 1987 = 11pClwM rg; two 3500#
Allied Signal TFE731 turbofans; span: 43'10" length: 48'8" v: 533/481/x
range: 1457 ceiling: 15,545'; ff: 5/11/87.
Learjet 35A 19?? = 10pClwM rg; two 3500# Garrett TFE731
turbofans; span: 39'6" length: 48'10" load: 7429# v: 548/x/117 range:
3027. $1,395,000 (1974).
Learjet 36A 19?? = 8p 35A; load: 8730# range: 3621. $1,445,000
(1974); POP (total Learjet 35/36): 735, included 83 C-21As.
Learjet 45 (Bombardier) 1995 = 10-11pClwM rg; two 3500#
Allied Signal TFE731; span: 47'10" length: 58'0" v: 512/500/x range: 2300
ceiling: 51,000'; ff: 10/7/95.
Learjet 50 19?? = No data.
Learjet 55 1979 = 10pClwM rg; two 3700# Garrett TFE731-3A
turbofans; span: 43'9" length: 55'2" load: 7370# v: x/524/x range: 2642;
ff: 4/19/79 [N551GL].
55ER 19?? = 10pClwM rg; two 3700# Garrett TFE731-3A;
span: 43'9" length: 55'2" load: 8806# v: x/523/x range: 2768.
Learjet 60 (Bombardier) 1990 = 10pClwM
rg; two 4600# PW-Canada 305A turbofans; span: 43'9" length: 58'7" v:
521/484/x range: 2681 ceiling: 15,545'; ff: 10/18/90.
55LR 19?? = 10pClwM rg; two 3700# Garrett TFE731-3A; span:
43'9" length: 55'2" load: 8694# v: x/523/x range:
Learstar 1954 (Santa Monica) = 14pClwM rg; two 1425hp
Wright R-1820; span: 65'6" length: 51'0" load:7200# v: 321/280/83 range:
3800. Conversion of Lockheed 18-56 Lodestar; ff: 5/10/54.
LeeLee Aircraft Co, Napoleon OH.
L-1P-S 1930 = 1pOM; 40hp Szekely. [631W=631] c/n 4. Was the
model designation for this home-built a deliberate visual play on words,
or did L(ee)-1P(lace)-S(zekely) just work out that way on its own? A 2p
design L-2 followed (Continental A-40), but was never constructed, and
there was no found info on possible c/ns 1 through 3. The reg was amended
to  when its engine was changed.
I now own and am in the process of restoring the only
existing Lee L-1P-S. It was built in 1930 by the Lee-Inman School of
aeronautics in Eugene OR, originally with a 37hp Szekely engine. In the
early '50s it was refitted with a C-65 by Darrel DeLong and was flown to
many early EAA events on the West Coast. Log books show that the airframe
has over 2,200 hrs since 1930. (— Jim Wolcott 1/26/05)
(Graham) Lee SEE Circa
LegendPerformance Aircraft Inc (pres: Jeff Ackland),
Olathe KS. 2002: Legend Aircraft Inc.
Prototype [N620L] (Performance Aircraft)
1996 = 2pClwM rg;
575hp V-8; span: 25'6" length: 25'0" load: 1000#. Tandem cockpits under a
bubble canopy; tri-gear, Fowler flaps. Prototype [N620L].
In Feb 2002, the turbine Legend assets were purchased
from Jeff Ackland of Performance Aircraft and incorporated under the new
name, Legend Aircraft Inc, by Lanny Rundell, who is also owner/operator of
Mid-South Custom Craft (dba Southern Air) for the past 10 years. He worked
for Stoddard Hamilton, builder of the Glasair II-S-RG prototype. (—
Friedrich Huggler 12/30/02)
LeighnorWilliam C Leighnor, Hutchinson KS.
Leighnor Mirage 2
[N94F] (magazine clip)
1963 = 1pCB; 150hp Lycoming O-320; span: 19'0" length: 17'0" load: 377#;
ff: 7/15/63. Based on Stolp-Adams Starduster. POP: 1 [N94F].
[NX3154K] (K O Eckland coll)
WL-4, Mirage 1948 = 1pClwM; 85hp Continental C-85; span: 18'7"
length: 17'5" load: 251# v: 190. Midget racer Mirage (p: H E
Bangerter, Harry Ragland) [NX3154K].
LeinsBallard Leins, Tinsley Park and Auburn IN.
Bal-Aire 1960 = 1pOB; 150hp Franklin 6A4; span: 21'0" length:
17'6" load: 290# v: 155/95/48 range: 120; ff: 7/8/60. [N4951E].
LeinweberVictor H Leinweber, Chicago IL.
1921 = 1pOH; two 100hp Gnôme; rotors: 18'0". Empty wt: 1500#. An early
application of the tilt-rotor configuration. Each two lateral rotor units
consisted of a set of coaxial counter-rotating screws located at either
end of a mast. The mast pivoted to incline the rotor assemblies. The
helicopter used a compressed air system for "automatic" control, along
with a conventional rudder. It also failed to fly.
LekaLeka Aeroplane Co (Theodor & Thermistocles M
Leka, Naum P Mele), New York NY.
LeMars SEE Mars
LeMireWilliam LeMire. No location.
Proud Bird c.1975 = 1pClwM. Formula 1 racer (p: Fred Wofford).
Lemp(First name unrecorded) Lemp, Augusta GA.
B 1916 = 2pOB; Wright 4 pusher. Modified Wright B with
wheel-type control and wing-warping, Model B rudders — curiously
antiquated for the date; later with revised wingtips, trailing-edge
ailerons, and a Rausenberger V-8 motor. Used initially for training, later
for exhibition; flown until 1925, when Lemp purchased and donated it to
Chicago Museum of Science, who in turn gave it to USAF Museum.
LenertLenert Aircraft Co, Pentwater MI. c.1940:
Lenert Aviation Corp, 1220 Vance St, Toledo OH.
1927 = 2pOB; LeRhône rotary with a Thomas-Morse-type flared cowling;
span: 25'0" length: 24'0". All-metal construction with no external wire
bracing. POP: 1 . A Rick Allen abstract shows that the "Lenert Metal
Biplane" crashed Apr 1927.
(1927 Aero Digest)
B 1929 =
2pOB; 90hp Curtiss OX-5. [X3745] c/n 2.
C 1929 = 3pOB; 90hp Curtiss OX-5; span: 31'0" length: 25'0"
load: 1000# v: 140/120/35 range: 500. $2,950; POP: 1 [X866N] c/n 1.
All-metal ("All but the tires," ads claimed, later adding as an
afterthought: "and control stick"), Dural corrugated skin. Repowered with
165hp Continental A-70 in 1930 to sell for $5,500. Why C has a
lower c/n than B is as odd as why the 1927 plane (A?) has no
PT-2, aka Zephyr 1941 - 2pOlwM; 220hp Continental. Designed as a
primary trainer, it is uncertain if it went any further than a mock-up
LeonardGeorge W Leonard, Santa Ana CA.
Special 1927 = 4pOB; 180hp Hisso E; span: 37'0" length: 26'0".
POP: 1 [NC2581]. Reg cancelled 2/28/30. Leonard was on staff at Eddie
Martin School of Aviation at Santa Ana.
LePere SEE Packard-LePere
LepicierEvangeliste Lepicier, Brooklyn NY.
A 1929 = 3pCM; 90hp or 120hp LeRhône rotary; span: 36'0" length:
21'0". POP: 1 . Reported dismantled in late 1930.
LerhoLerho Laboratories Inc, Pittsburg PA.
Terraplane (Avn Week via Ron Dupas)
1964 = 1pOhwM; 15hp Yamaha 250; span: 23'3" length: 17'0" load: 180# v:
40; ff: 3/30/63. Originally designed as a ground trainer, "flew so well
with the Sailwing that the firm is considering licensing for a basic,
one-man airplane." No further details found.
LesherProf Edgar J Lesher, Univ of Michigan MI.
Nomad SN-1 1961 = 2pCmwM; 100hp Continental located aft of the
cockpit and driving a pusher prop in its Y-tail; span: 26'0" length: 19'0"
load: 490# v: 135/120/65 range: 260. All-metal construction.
Semi-monocoque fuselage. POP: 1 [N1066Z].
Teal 1965 =
1pCmwM rg; 100 hp Continental pusher; span: 24'0" length: 19'2" load: 420#
v: 185/160/85; ff: 4/28/65. A follow-on to Nomad, designed to go after
international speed records. POP: 1 [N4291C].
LewisCharles H Lewis, Denver CO.
6425 1937 = 3pCM; 120hp Curtiss Crusader. .
Lewis-American(Paul) Lewis-American Airways Inc/Gray
Goose Airplane Co, Denver CO.
A 1935 = 2pOhwM; 210hp Lycoming. Paul Lewis. POP: 1
 c/n 1.
Gray Goose (MD-1) 1930 = 2pOhwM; 165hp Wright J-6 pusher; span
30'0" length: 20'0". Fred Landgraf (seen misspelled as Langraff and
Langgraff). Deep-chord, flexible parasol wing; triple tail.
Horizontally-mounted motor in the fuselage drove two outboard,
fabric-covered propellers (also referred to as "rotating wings") via
reduction gears and shafts, turning them at 350rpm. POP: 2; the first one,
as MD-1 with 40hp Ford A [355V] c/n A-1, vibrated itself to pieces when
first cranked up. The second one [x], with a sizable increase in
horsepower, flew in 1933 to a claimed altitude of 14 inches (as recorded
on a barograph?), but overheating problems brought an abrupt end to test
flights. A connection between this and the 1936 Gray Goose entry
(qv) could not be not verified, despite some interweavings.
Gray Goose 1931 = In light of recent information, this seems to be the
"other" Gray Goose (qv) despite its Lewis-American credit
From an article in AAHS (Winter 1979) about Bill
McMahon, who worked with Lewis-American c.1933-35: "Bill considered it a
shady operation because its primary purpose was the selling of stock ...
although two different designs were actually built. The first of these,
the Gray Goose, never did fly ... vibrated itself to death ... then they
hired Fred Landgraf to produce a second Gray Goose." This might have been
model A, which flew one circuit of the airfield and landed when the buried
engine overheated. However, if accurate, this places Landgraf in the
picture much later than other documented references. The apparent
relationship of this and the markedly similar Gray Goose has yet to be
resolved. (— K O Eckland 8/7/01)
Lewis & Vought SEE Vought
Liberty1918: Liberty Airship Co (pres: D H Felton),
Airship 1918 = Info is being sought about this exciting marvel of the
century, the "only real flying machine ever designed," capable of bringing
the Great War to a grinding halt in only one night. Read the ad before
investing your money.
Liberty1930: Liberty Aircraft Co, Kansas City
1931 = No data. POP: reportedly 2.
LibertyLiberty Aircraft Sales & Mfg Co, Lambert
Field, Robertson MO.
[500Y] (ad: 1931 Aviation)
A, P-2 1930
= 2pOhwM; 45hp Szekely SR-3; span: 35'0" length: 19'6" load: 448# v:
90/78/28 range: 450. $1,495. Side-by-side cockpit. Manufactured under
contract by Rearwin Co, as a copy of Rearwin Junior. $1,495; POP: 1
[X500Y], broke up in aerobatics, killing pilot William Caldwell; 2 more
were built in 1931, [722M] c/n 3, and  c/n 2, both with the SR-3
and assumably the same design and specs.
LibertyO N Lloyd, Mesa AZ; aka Mesa Air Development
1965 = 2pOB; 150hp Lycoming O-320; span: 28'6" length: 22'5" load: 675# v:
120/105/50 range: 375 ceiling: 15,000'; ff: 4/17/65. Cost to build: about
$4,000. Engine options to 180hp. Plans and kits marketed for
LibertyLiberty Aerospace, Melbourne FL.
[N203XL] (Liberty Co)
XL-2 2001 =
2pClwM; 100hp Rotax 912S; span: 28'0" length: 20'6" load: 603# v:
145/114/51. Advertised as an economical, high-performance, carbon-fiber
technology "touring plane" for those who have no need for four seats.
Landing or take-off in 750'. $129,500 with 125hp Continental IOF-240-B;
Liberty Bell1928: Midwest Aircraft Corp, St Cloud
MN. 1928: North Star Aircraft Corp (fdr: Willard Hoseas Mohlar).
[X5470] (V J Berinati coll)
H-400 1928 = 3pO/CB; 180hp Wright-Hisso E; span: 30'10" (>31'0")
length: 22'10" load: c.1240# v: 135/125/40-45. Front cockpit was enclosed
into a side-by-side cabin. POP: 1 [X5470] c/n 186, or [5505(?)] or
[X7537]; H-400 was for a planned 400hp Liberty 12.
This one gets more space than it really deserves, but
it is noteworthy as its episodic drama plays out and mysteries surface. In
March 1928, Mohlar showed up, a colorful con-artist representing himself
as a Captain in the Lafayette Escadrille and a chief designer with
American Eagle Co — later investigation showed he had no flying
experience, no war service, only a marginal knowledge of mechanics, and
worked for a few weeks as a junior draftsman for American Eagle. He formed
a company and produced one plane, either a direct copy of an American
Eagle, or a modification of one with factory c/n 186 — it was licensed
, but abstracts for that license show a path of ownership 1928-41
through Kansas, Nebraska, and Ohio. [X7537] appears on a 1929 record
credited to North Star (and showing a Warner Scarab). The year 1929 is
notable since the company was history by the end of 1928. North Star was
on shaky footing since its formation, and it didn't help when Mohlar
cleaned out the safe in September and headed for higher ground, appearing
in October as manager of a nonexistent Chicago Aeronautical Service in
that city. Liberty Bell, then in the hands of creditors and dubbed
Spirit of St Cloud, finally got airborne on 10/15/28 (p: Lester
Coyle), only to stall on take-off and crash tail-first, ostensibly
slamming the lid on North Star. An abstract shows it as sold 10/12/28 —
three days before its first-flight date! — for $600. It must have been
rebuilt, for it was resold Nov 27 for $500, and again 1/23/29 (no price
stated), with installation of a 90hp OX-5 on July 21, finally reported to
DoC as having been dismantled 10/4/30. A conflicting letter of 4/26/30,
from a crop-duster operation to DoC, explained that the plane was
destroyed "in a cyclone last June" (1929!). All of the foregoing took
place in Minnesota, but the story is not ended. For those who haven't
dropped out of the chase by now, SEE Mohlar. (— K O
Lift SystemsLift Systems Inc. Formed by Martin
Jensen and a group of Douglas engineers.
LS-3 1965 = 2pCH with coaxial rotors; 160hp Lycoming O-320;
rotor: 27'0". A development of Jensen's Model 21 helicopter of 1948.
LigeEugene H Lige, Auburn IN.
Sport 1934 = 1pOM; 30hp Ford.  c/n GL-1.
Lightc.1937: Light Aircraft Developers, San Diego
[NR89Y] (K O Eckland coll)
[NR89Y] (Morris A Koshchuk coll)
= 1pCM; 90hp Pobjoy Niagara. Flagg F-15 as a sportplane. POP: 1
LightLight Miniature Aircraft Inc, Opa Locka
LM-1 1983 = 1pChwM; 30hp Cuyuna 430RR; span: 27'0" length: 17'8"
load: 255# v: 65/30/24 range: 160; ff: 7/15/83.
LM-3U 1986 = 1pChwM; 27hp Rotax 277; span: 27'0" length: 17'6"
load: 298# v: 75/55/22-27 range: 150. 75-percent scale Aeronca Champ.
Light Aero SEE Avid
Lightning BugLightning Bug Aircraft Corp, Sheldon
199? = 1pClwM; 90hp AMW 750; span: 17'10" length: 17'5" load: 325# v:
250/225/85 range: 880. Avialable as kits.
LikosiakCazimir Likosiak, 7508 Kenwood Ave, Chicago
1926 = 2pOB; 80hp LeRhône rotary; span: 36'0" length: 22'2". According
to a NASM abstract received by John M Jarratt, there were two unexplained
registrations for the same ship  and . Dismantled 9/17/28.
Lillie(Max T) Lillie School of Aviation, Cicero
Tractor (Drina Welch Abel coll)
1913 = 1pOB; 50hp Gnôme rotary; span: 32'0" length: 24'3" load: 300# v:
50. Chance Vought (his first commercial design). Interplane
ailerons. After a minor crash in 1914, the plane was bought by Lillie
School student, Frank Pendhayn, and rebuilt with 80hp Gyro rotary.
LinburgVincent J Linburg, St Louis MO.
Special 1938 = 1pOB; 125hp Warner Scarab; span: 13'0"; ff:
7/16/38 (p: Ken Malone). Diminutive racer for Nationals, mechanical
problems caused withdrawal [NX479W]. Rebuilt as retractable-gear with
145hp Warner for 1939 races, but again did not compete.
Lincoln, Lincoln-Page,1920: Nebraska Aircraft, Lincoln NB. 1923:
Lincoln-Standard Aircraft Co. c.1925: Lincoln-(Ray) Page Aircraft Co.
1928: Reorganized as Lincoln Aircraft Co. 1930: Merger of Lincoln and
American Eagle operations as (Victor H) Roos Lincoln Aircraft Co,
[NC12553] (Frank Rezich coll)
All-Purpose 1930 (ATC 372) = 3pChwM; 125hp Kinner B-5; span: 37'0"
length: 26'0" load: 828# v: 120/103/50 range: 450. $4,495; POP: 3 [NC424V,
AP-K5 All-Purpose 1930 (ATC 373) = 100hp K-5 for
$4,395; POP: 1 [X42N].J-1 Sport 1922 = 2-3pOB; 90hp
Curtiss OX-5. Modified war surplus Standard J-1.
Playboy (Roos) 1932 = 2pChwM; 29hp Lincoln Rocket
(Wright-Morehouse) pusher. POP: 1 ultralight prototype for market
evaluation. Failed to attract buyer interest.
[NC146W] (Frank Rezich coll)
(ATC 279) = 2pOB; 100hp Kinner K-5; span: 32'3" length: 25'7" : 591# v:
104/85/35 range: 330. $4,175, $2,235 less motor; POP: 18.
PT-T [NC420V] (Frank Rezich coll) Lincoln-Page
(ATC 344) = 90hp Brownback Tiger and similar data for $3,360; POP 5
[NC279N, X405V, NC420V/422V].
PT-W [C561M] (Dan Shumaker coll)
(ATC 284) = 110hp Warner Scarab for $4,315; POP: 5.
1928 (ATC 28, 2-217) = 3pOB; 90hp Curtiss OX-5; span: 32'8" length: 23'2"
load: 850# v: 100/85/40 range: 400. Ray Page. $2,250. (2-217) for
PT  (WASM)
LP-3A 1929 (ATC 2-66) = 150hp and 180hp Hisso A/E.
1929 (ATC 181) = 2pOB; 90hp Curtiss OX-5 or 100hp OXX-6; span: 32'3"
length: 26'2" load: 540# v: 100/84/37 range: 300. $2,900; POP: 28.
HS/Cabin Cruiser Standard SJ before and after modification (Aerial
Cruiser, HS aka Aircoach 1922 = 5pO/CB; 180hp Hisso E; span:
44'7" length: 26'7" load: 1270# v: 93/86/34 range: 310. Otto Timm.
Modified war surplus Standard SJ. Optional 90hp Curtiss OX-5. $5,485; POP:
about 9; aka Lincoln-Standard HS when first manufactured in 1920 by
Nebraska Aircraft Co.
J-1  (G S Williams coll via Frank Rezich coll)
Speedster (Aviation via Joe Martin)
Speedster 1920 = 3pOB; 150hp Hisso A. Vincent Burnelli.
Modification of Standard J-1 after acquisition of some 280 surplus
aircraft from the defunct Standard Aircraft Co after WW1.
J-2  (R Patterson coll via Frank Rezich coll)
J-2 1920 = J-1 modified with short-span Portland wings. POP: only a
LS-2 (Aviation via Joe Martin)
Sportplane 1924 = 1pOB; 35hp Anzani; span: 20'0" length: 16'0" load:
230# v: 90/75/35 range: 200. Swen Swanson ultralight. Underslung
lower wing. POP: about 12, plus an unrecorded quantity of kits and plans
sold to home-builders. Following the lead of the Ace K-1, Augy Pedlar used
Fourth St in Sioux City IA as an airport on 9/14/25 to demonstrate the
modest space requirements needed by the handsome little LS-2 as some
10,000 spectators watched.
LS-5 (Walter E Lees)
LS-5 1927 = 5pOB; 180hp Hisso; span: 44'7" load: 1187# v: 93/86/34
range: 310. 57" long by 34" wide front cockpit seated four passengers in
Raceabout (Aviation via Joe Martin)
Raceabout c.1921 = 2pOB; 180hp Hisso. Uncertain model, possibly a
sweptback-wing version of Speedster.
-Standard Sport 1925 = 1pOB; 35hp Henderson; span: 20'0" length:
16'0" load: 225# v: 100/85/38 range: 250. Swen Swanson. Evolution
of LS-2 Sportplane, sold to home-builders in plan form. Other motors: 35hp
Anzani, 25hp Irwin Meteormotor, 40hp Salmson.
1909 = 1pOB; no engine seen in a photo in Jane's — might have
been a glider or possibly was waiting for power to be added. Essentially a
four-wheel cart with wings and a front elevator; no specs or data
LindseyRay Lindsey, Portland OR.
[N4651RB] (Ron Dupas)
c. 1967 = 1pOhwM.
Almost an ultralight, an original design by Lindsey "in the WW1 motif,
looking like a lot of fun." POP: 1 [N1613U].
Lincoln SEE Garland Lincoln
Ling-Temco-Vought, LTV1960: Merger of Ling
Electronics and TEMCO as Ling-Temco Electronics Inc. 1961: Merged with
Chance Vought Corp as Ling-Temco-Vought Inc. 1965: LTV Aerospace. 1976:
Vought Corp. 1986: LTV Aircraft Products Group. 1990: LTV Aerospace and
A-7 Corsair II - 1pCmwM rg jet attack aircraft based on F8U with
shorter fuselage and redesigned wing with reduced sweepback.
YA-7A 1965 = 11350# P&W TF-30. POP: 3
= 11350# TF30; span: 38'7" length: 46'8" load: 17,800# v: 683/545/128
range: 3070. POP: 196 [152647/152685, 153134/153273, 154344/154360].
A-7B 1968 = 12200# TF30. POP: 196 [154361/154556].
A-7C, TA-7C 1968 = As A-7B, but with a multi-barrel 20mm
cannon. POP: 67 [156734/156800]. TA-7C was tandem 2p training
conversions of A-7B and -7C; length: 48'8". POP: 90
The A-7C was not supposed to be. The "original plan"
was for the Navy to develop a two-seat TA-7C by lengthening and
upgrading the A-7B. About that same time the Navy was negotiating the
development of A-7E (as the USAF was doing with A-7D) using the
Rolls-Royce Spey engine (the Spey having more oomph than the P&W
TF30). The A-7E was to have the new AN/APQ-126 radar, improved avionics
(new HUD, improved Inertial Navigation System, great AN/ASU-99 Projected
Map Display System), new weapons control system and the six-barrel 20mm
M61-A1 "Vulcan" cannon in place of A-7B's two single-barrel guns.
Through a series of high-level misadventures, TF41 engines were way
behind the aircraft in the production cycle. The A-7E fleet introduction
had been advanced some 18 months to get it into the Viet Nam conflict
sooner. A-7E airframes (with all the electronic improvements mentioned)
were rolling off the production line with no TF41s to install. Thus some
67 aircraft had the old TF30 installed, and things got confusing. There
was period when there were two different kinds of A-7Es in the Fleet
with different cockpit configurations, engine and hydraulic instruments,
as well as different engine operating and emergency procedures. In late
'71 and into '72, the brass seemed content to have that (dangerous)
situation continue. Eventually, by late '72 or early '73, good sense
prevailed, and the TF30-powered A-7Es were designated as A-7Cs. It was
those Cs (and some Bs) that were then converted to TA-7Cs. Some TA-7Cs
were then converted to EA-7L electronic warfare/jammer aircraft used by
VAQ-33 and VAQ-34 for fleet EW training. In spite of everything the Navy
brass and higher-ups did, the A-7E went on to become a fine and
well-liked aircraft with a distinguished combat record. (— Jim
A-7D 1968 = USAF version; 14500# TF41; load: 22,700# v:
702/581/141 range: 4020. POP: 459 [67-14582/14586, 68-8220/8231,
69-6188/6244, 70-0929/1056, 71-292/379, 72-169/265, 73-0992/1015,
A-7E 1968 = 15000# TF41. POP: 551 [156801/156890,
157435/157594, 158002/158028, 158652/158681, 158819/158842,
159261/159308, 159638/159661, 159668/159679, 159967/160006,
160537/160566, 160613/160618, 160710/160739, 160857/160886].
A-7D in background (LTV)
c.1990 = Conversion from A-7D with P&W F100-PW-220; new, stronger
wing, lengthened fuselage, larger tail; new avionics and hydraulic
system. One-piece front windshield.
A-7G 19?? = Simplified version of A-7D, evaluated by Swiss AF.
POP: 2 converted A-7D.
A-7H, TA-7H 1975 = A-7E version for Greece. POP: 60. TA-7H was
2p trainer. POP: 64 to Greece [159662/159667, 159913/159966,
A-7K 1982 = Two-seat trainer conversions for
(LTV, Hiller, Ryan) 1965 = V/STOL tilt-wing transport. 32pChwM rg;
four 2850hp GE T-64 turbines; span: 68'7" length: 59'0" load: 22,080# v:
433/288/0 range. 938; ff: 9/29/65. POP: 5 as XC-142A
F-8 SEE Vought F8U.
L450F 1970 = 0-1pCmwM quiet reconnaissance aircraft. 778hp
P&W PT6A; span: 57'0" length: 29'0" load: 2200# v: x/105/x range: 6000
ceiling: 52,000'. Endurance: 30 hours; could be flown unmanned and
radio-controlled. POP: at least 1 [N2450F].
LinnCharles C Linn, Lancaster CA.
1962 = 1pClwM rg; 125hp Lycoming O-290-G4 (modified); span: 16'0" length:
13'6" load: 250# v: 205/170/80. This is NOT a Bushby Midget Mustang, but
rather an all-metal North American P-51 scratch-built in 1:43 scale. POP:
2 [x, N10L], the first of which crashed in testing. Plans marketed for
home-builders for $125.
LionLion Airplane Co, Portland OR.
[738K] (O R Philips via W F Yeager coll)
A 1930 =
3pO/ChwM; 100hp Kinner K-5; ff: 4/1/30 (p: Basil B Smith) [738K].
Lion Safety Plane SEE Brazil Lion
LischFred J Lisch, 258 Blackman, Clinton IN.
 (1933 Popular Aviation)
1930 = 2pOB; 120hp
Anzani; span: (upper) 27'6" (lower) 26'0" length: 20'0" load: 365# v:
125/105/45 ceiling: 16,000'. Tested for dives and spins by "a National
Guard pilot and one Army man." Two years in construction, then flown for
18 months and sold  c/n 1.
LivingstonEugene Livingston, Charlotte NC.
c.1950 = 1pOB; 90hp Warner Scarab; span: 16'0" length: 13'0" v:
150/130/55. The engine looked oversized on this diminutive biplane,
claimed to be stressed for 12 Gs. [N1553M].
H N Double Eagle 195? = 2pChwM rg; two Continental O-200.
[N4921]. Livingston built about 25 aircraft in the Experimental category
valued life more highly, the aviators who spent it on the art they
loved, or the misers who doled it out like pennies through their
antlike days? I decided if I could fly for ten years before I was
killed in a crash, it would be a worthwhile trade for an ordinary
lifetime." — Charles Lindbergh