REVISED: 4/16/09


Joseph L Lacey, Tulsa OK.

  Lacey M-10 [N73884]

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].


LACO (fdr: Joe Laven), Desert Hot Springs CA.

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.


Robert Ladd. No location.

Taylor Chihuahua 1967 = 1pClwM; 53hp VW; span: 21'0" length: 15'6" v: x/118/60 range: 250; ff: 9/x/67. [N2531]. Developed from British John Taylor monoplane.


Lafayette Aircraft Works, 230 W Washington Blvd, Los Angeles CA.

T 1928 = 5pCB; Menasco-Salmson; span: 33'4" length: 20'6". POP: 1 [6792] c/n C-7. Also were remodelers of the enigmatic Fisk-Standard (qv).

La France

Neal 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

(Charles) Laird

Charles L Laird, Wichita KS. 1930: Aircraft Engineering, Chicago IL.

Pierce Arrow (Wichita) 1926 = 4pCB; 90hp Curtiss OX-5. Evolved into Matty Laird's Whippoorwill [X4102] c/n 10-1.

Special (Chicago) 1930 = 2pOB; 325hp Wright J-5, also J-6; span: 35'0" length: 22'4". Built by Laird, brother of Matty Laird, for John L Patten of Evanston IL. [NR10705] c/n 103. Charlie Laird established Aircraft Engineering (unrelated to the parent company for ACE biplane) in Chicago after he left Wichita in 1930, also had a hand in the Greer College Bryan-Laird B-1B [516K].


(C J) Lake Submarine Co, Bridgeport CT.

c.1909 = 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. [X431N].

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 2/23/99)

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)


1959: 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 Renegade.

LA-4A 1960 = POP: 2 [N1001L/1002L], c/ns 244/245.

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.

  Lake LA-4 [N2611P] (William T Larkins)
  Lake LA-4-200 Italian registry

LA-4-200 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).

  Lake LA-4-250 [N124L] (William T Larkins)
  Sun Lake Renegade (William T Larkins)

LA-4-250 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 (2001).

Seaplane 1969 = 4pCmwMFb; 180hp O-360. The sole gearless Lake. $23,562; POP: 1 [N7637L] c/n 411.

Seawolf 1985 = Military version of LA-4-250, 2 of which reportedly were boosted to 290hp. POP: 1 prototype [N1401G], production unknown.


Larry Lam. No location.

Wanderer 19??= 2pClwM rg; Lycoming O-235. [N186LM].


SEE ALSO Monocoupe

Monocoupe 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 Ace.

G 1935 = 2pClwM; 90 Lambert. POP: 1 [X11791].

H 1936 = 5pClwM; two 90 Lambert. POP: 1 [X15433].

  Lambert Monocoach minus propeller [X12899]

Monocoach 1935 = 6pClwM; 400hp P&W Wasp. All-metal. POP: 1 [X12899].

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.


1953: Merger of Central Aircraft (crop spraying) & Robert T Lamson Aircraft Co, Yakima WA.

  Lamson Air Tractor [N31237] (film clip, Natl Manufacturers Assn)

Air 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.


1983: Neico Aviation Inc (fdr: Lance A Niebauer), Redmond OR.

  Lancair IV (Lancair)

IV, IV-P 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 by mid-1990s.

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 kitplane.

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): 150.

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)

Columbia 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.


1943: (Fred) Landgraf Helicopter Co, 135 St at Central Ave, Los Angeles CA.

  Landgraf H-2 [X21762]
  Landgraf H-2 [X21762] (clip: 1949 Mechanix Illustrated)

H-2, -3, -4 1944 = 1pCH rg; 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 pylon, retractable landing gear. $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].


Lane Automatous Air-Ship Co, San Francisco CA.

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.


Frank Lang, Lockport IL.

Sport c. 1968 = 1pOlwM; Menasco.


Jesse E Langdon, Bell CA.

  Langdon Side-view

Helicopter 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.


Location unknown.

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.


Louis 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 bomber. [N87LL].


Dr Samuel P Langley, Washington DC.

  Langley Aerodromeon houseboat 1903 (clip: 12/5/12 Aero)
  Langley Aerodrome Glenn Curtiss replica under construction and in flight, 1914
  Langley Aerodrome Curtiss replica from old postcards

Aerodrome 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, and powered by an 80hp Curtiss, was successfully flown by Glenn Curtiss at Lake Keuka NY on 10/25/14. The Wrights contested this demonstration as irrelevant, that the ship was really an improved Curtiss redesign.

Langley Bomber SEE Standard-Handley-Page


1940: 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.

  Langley Twin [NX29099 and N51706] (Frank Rezich coll)
  Langley Twin [NX29099 and N51706] (Paul McLaughlin coll)
  Langley XNL-1 [39056] (Paul McLaughlin coll)
  Langley Twin Color pic shows why it was called "an exquisite piece of furniture" (Paul McLaughlin coll)

Twin (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 [39056], 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).


Edward H Lanier and son (Edward M), Miami and Jacksonville FL, Covington KY. 1943: (E M) Lanier Aircraft Corp, Marlton NJ.

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 patented cone-making machines, his real fascination was with flight.

NOTE: if interested in Lanier's theories and applications, an incredibly detailed and scholarly 32-page research project is presently (2007) online as a downloadable PDF file. A 23-page version is also available in HTML format via Google search but lacks all graphics pertaining to the text.

  Lanier Paraplane PL-8 [N4157A] (Lanier via Ron Dupas coll)

110 Paraplane 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'. Controllable slow-flight at 20-25 mph; take-off and land in 60'. [N4157A]. (The name, Paraplane, fell out of copyright and was adopted for powered parachutes c.2000.)

  Lanier Paraplane II [N9060H] (Frank Rezich coll)
  Lanier Paraplane II Topps card #3

120 Paraplane I, Paraplane II 1949 = 1pClwM; 90hp Continental A-90; span: 20'5" length: 22'0" load (prototype): 455# v: 120/30-120/28; 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—operated by a hand-crank in the cockpit—enabled slow flight at 19mph, take-off in 100', a 30° climb angle and 40° descent angle, and was spin- and stall-proof. Modified Paraplane II showed up in 1949 with a 22'6" wing and was capable of nearly hovering.

443 Paraplane 1949 = Little data were found, but this was apparently a larger, possibly high-wing, 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. Vacuplane documentation is chaotic, 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 added educated guesses. (— Lennart Johnsson)

XL-1 1928 = 1pOlwM; Anzani; span: 8'10"(?). The wings were spaced away from the fuselage to allow the air to flow against the vacuum cell. [3505] 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 about 50'.

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. [11512] 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.


C R Lansing, Warren OH.

1931 = 2pOM; 40hp Ford. [12830].


Orville G Barnum and Lansing (Ed) Ratelle, Portland OR.

1T 1931 = 2pOB; 45hp Szekely SR-3; span: 20'0"; ff: 9/x/31. Tail design "prevented flat spins." [10677] c/n 1000.


Lanzius Aircraft Co, New York NY.

L I Variable Speed Aeroplane 1917 = 2pOB; 140hp Duesenberg.

  Lanzius L II [AS40036]

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 Porte

La Porte Aircraft Co, La Porte IN.

1938 = 2pChwM; 45hp Continental A-45. Vernon Payne.


Arthur Lardin, W A McCurdy, E Smith, New Castle DE.

AL-1 1934 = 1pOM; 85hp DH Gypsy. Off-hours project by employees of Bellanca Corp. [X12Y] c/n 1.


1927: 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.


(W Keith) Larkin Aircraft Corp, Watsonville CA.

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].


Herman Larsen, Keasbey NJ.

2-C 1931 = Unknown-type Ford-powered home-built. [769N] c/n 2.

Larsen SEE Junkers-Larsen

Larson, Larson-Holmes

Merle Larson & Paul Holmes, Larson Aero Development, Concord CA.

  Larson D-1 [NX4840V] (William T Larkins)

D-1 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..

  Larson Helicopter [N7352C] (William T Larkins)

Helicopter 1958 = 1pOH; 85hp Continental C-85; no data. [N7352C].

  Larson Speed Bird [X38C]

Speed Bird C 1953 = 2pChwM; 65hp Continental C-65; span: 12'0" (chord: 3'). Modified Taylorcraft with almost no wing to speak of; flight data unknown. [X38C].

My father (Sheridan Hale) said he was at the airport when Larson flew the Speed Bird at Buchanan Field (Concord). 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)

  Larson-Holmes B [N29C] (William T Larkins)

-Holmes Model B 1949 = 1pClwM; 85hp Continental C-85. Goodyear racer Illusion [N29C]; damaged on take-off en route to the race, was dismantled and stored.



LaSalle Aircraft Co (pres: Claude C Flagg), 111 Maple St, Joliet IL. 19??: Ottowa IL.

F-2 1928 = 2pCM; 55hp Velie M-5. [X155E].

  LaSalle A [X386H] (1930 Aviation)

Model A 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.


C 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.


(John A) Lasley Tool & Machine Co, Beloit MI.

  Lasley Sport [N819N]

Sport 1931 = 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.


Lathrop Polytechnical Institute, Kansas City MO.

School A 1931 = 1pOM; 23hp Henderson. [445V] c/n 1.


Jerry 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.


George 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 lateral stability."

1911 = 2pCBFb. Destroyed by a motor fire during ground tests in Florida.


Lawrence Institute of Technology, Southfield MI.

  Lawrence Special [N138C] (K O Eckland coll)

Special 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 1950.


George R Lawrence, Chicago IL. 1915: Lawrence-(Harry S) Lewis Aeroplane Co, Chicago.

  Lawrence-Lewis A-1

-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 detail.

-Lewis B-1 1916 = OBAm; Hall-Scott. Advertised as a "load-carrying type," an extension of A-1, it never went into production.


1917: (Alfred William) Lawson Airplane Co, Green Bay and Milwaukee WI. 1925: Lawson Aircraft Co, New York NY.

  Lawson C-2 (1919 Flying)

C-2 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 commercial airliner.

  Lawson L-4 (Aerial Age via Joe Martin)

L-4 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 tree.

MT-1 1917 = 2pOB; 80hp Hall-Scott; span (upper) 45'0" (lower) 34'0" length: 27'0". POP: 1 trainer.

  Lawson MT-2 (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 [2602]. 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. Lawson's projections for Army consideration was to accompany this plane with a series of floating landing fields across the Atlantic. The idea was rejected as too fanciful.

The genius of Alfred Lawson

Relatively 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 were:

(1) 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 fell into generic use after appearing lower-case in Webster's Dictionary of 1912 ... where he worked as Aeronautics Editor. (— K O Eckland)

Lay Brothers

Henry and Jack D Lay, Helena MT.

LT-1 1931 = 2pOM with 70hp Siemens, very likely a Pietenpol. [10667] c/n 106.

SL-4 1930 = Unknown type, also likely a Pietenpol; Lawrance engine. [508K] c/n 104.


Jim 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.


(Ronald) Leach Aero Service, Main & Franklin Sts, Hartford MI.

1933 = 1pOB; 165hp Continental A-70. [NR13528] c/n 1.


Leader Aircraft Co (pres: Karl Bjorkenheim), 4114 East 14th St, Oakland CA.

Lancer 1936 = 2pOB. No data.

Lear, Learjet

1929: (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.

  Gates Learjet C-21A [40101]

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.

  Fan 2100 [N626BL] (Dan Shumaker)

Fan 2100 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 [N294BC] (Eddie Coates)

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 included 2 prototypes [N801L/802L].

  Learjet 24 in 1998 [NASA 805] (Jim Ross/NASA)

Learjet 24C, 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 and 25): 626.

25C 1970 = 8p 25B; load: 8132# range: 2504. $1,079,785 (1974).

  Learjet 25D [N40SW] (Eddie Coates)

25D 1970 = 10p 24D; load: 7050# range: 1646.

25G 1970 = Same as 25D but load: 8050# range: 2070.

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.

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 35 [N26FS] (Eddie Coates)

Learjet 35, 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 art [Bombardier Co)

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.

55LR 19?? = 10pClwM rg; two 3700# Garrett TFE731-3A; span: 43'9" length: 55'2" load: 8694# v: x/523/x range: 3077.

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.

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.


Lee Inman School of Flying, Eugene OR. 11/10/30: Operations sold to Springfield School of Aviation.

L-1P-S 1930 = 1pOM; 37hp Szekely. POP: 1 [631W=N631] c/n 4 (the reg was amended when its engine was changed). 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 as "LIPS"?

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 had over 2,200 hrs since 1930. (— Jim Wolcott 1/26/05)

L-2P-T 1930 = A follow-up 2pOM design with a 60hp LeBlond 5D. POP: 1 [353V], sold in Nov 1930 with condition that the name be changed to Springfield JM2P.

(Graham) Lee SEE Circa


Performance Aircraft Inc (pres: Jeff Ackland), Olathe KS. 2002: Legend Aircraft Inc.

  Legend 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)


William C Leighnor, Hutchinson KS.

Mirage 2 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].

Leighnor W-4 [NX3154K] (K O Eckland coll)

W-4 aka 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].


Ballard 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].


Curtis, William, and Victor H Leineweber, Chicago IL.

Leineweber (magazine clip via Kees Kort)

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 some form of compressed air system for "automatic" control, along with a conventional rudder. It also failed to fly, according to a found report.

Information in a 1921 Austrian magazine translates as: "In the Speedway-Wharf1 in Chicago a new flying machine was shown these days to the public by the three brothers Leineweber, all of them engineers. This new flying machine was a realization of an invention by their father, Hermann Leineweber2, 16 years earlier. It is a flying machine with four propellers, which are mounted in pairs left and right of the fuselage. The machine is able to ascend and descend steeply, which makes it possible to land and start from quite small places. The flying machine is powered, without engines, with pressure air that drives the propellers4. There are no wings, and the machine should fly very evenly and undisturbed."

(1) "Speedway-Wharf" is the best I could do, but I am not sure—perhaps it, or something close to that, exists or existed. I don't think Austrians in 1921 had any idea of Chicago and its geography. (2) Hermann Leineweber and his invention are traced to US Patent #1,064,232 "Airship," filed on 13 Nov 1909. He is described as residing in South Chicago, in the county of Cook and state of Illinois, and the patent is not about airships, but about a propeller-driven helicopter type. (3) There is no hint in the text that the machine can climb vertically. It leaves the matter with the word "steeply." (4) That business about the engine is not clear as it is empathically said the machine was not powered by a pneumatic engine, while the impression is that it was driven by a pneumatic engine. Although I found some information about Hermann, I found nothing about the Leineweber machine pictured. (— Kees Kort 12/21/07)


Leka Aeroplane Co (Theodor & Thermistocles M Leka, Naum P Mele), New York NY.

1930 = No data.

LeMars SEE Mars


William LeMire. No location.

Proud Bird c.1975 = 1pClwM. Formula 1 racer (p: Fred Wofford). [N9SL].


(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 handed it to USAF Museum.


Lenert 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 [2246]. A Rick Allen abstract shows that the "Lenert Metal Biplane" crashed Apr 1927.

  Lenert B (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 recorded c/n.

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 stage.


George 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


Evangeliste Lepicier, Brooklyn NY.

A 1929 = 3pCM; 90hp or 120hp LeRhône rotary; span: 36'0" length: 21'0". POP: 1 [3108]. Reported dismantled in late 1930.


Lerho Laboratories Inc, Pittsburg PA.

  Lerho Terraplane (Avn Week via Ron Dupas)

Terraplane 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.


Prof Edgar J Lesher, Univ of Michigan MI.

  Lesher Nomad [N1066Z] (Bernhard C F Klein coll)

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].

  Lesher Teal [N4291C]

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].


Charles H Lewis, Denver CO.

6425 1937 = 3pCM; 120hp Curtiss Crusader. [19405].


(Paul) Lewis-American Airways Inc/Gray Goose Airplane Co, Denver CO.

A 1935 = 2pOhwM; 210hp Lycoming. Paul Lewis. POP: 1 [14484] c/n 1.

  Lewis Auto-Airplane (clip: Modern Mechanix)

Auto-Airplane 1933 = More inventiveness from Mr Lewis, this one a propellerless whirling dervish with flapping wings, as well as wheels to drive to the grocery store. Never built in finality, it rated this full page in a popular magazine at least.

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 line. From an article in AAHS Journal (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 also have been model A, which flew one circuit of the airfield and landed when the buried engine overheated. However, if accurate, that 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.

Lewis & Vought SEE Vought


1918: Liberty Airship Co (pres: D H Felton), Muskogee OK.

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 this ad before investing your money.


1930: Liberty Aircraft Co, Kansas City KS.

1931 = No data. POP: reportedly 2.


Liberty Aircraft Sales & Mfg Co, Lambert Field, Robertson MO.

  Liberty P-2 [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], which broke up in aerobatics, killing pilot William Caldwell; 2 more built in 1931, [722M] c/n 3, and [10941] c/n 2, both with the SR-3 and assumably the same design and specs.


O N Lloyd, Mesa AZ; aka Mesa Air Development Assn.

  Liberty Sport A [N185L]

Sport A 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 home-builders.


Liberty Aerospace, Melbourne FL.

  Liberty XL-2 [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; POP: unknown.

Liberty Bell

1928: Midwest Aircraft Corp, St Cloud MN. 1928: North Star Aircraft Corp (fdr: Willard Hoseas Mohlar).

  Liberty Bell [X5470] (V J Berinati coll)

100-HM4a, 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 [5505], 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. A CAA abstract has it as sold 10/12/28—three days before its first-flight date!—for $600. It must have been rebuilt, for it was resold 11/27/28 for $500, and again 1/23/29 (no price stated), with installation of a 90hp OX-5 on 7/21/29, finally reported to DoC as having been dismantled 10/4/30. A conflicting letter, from a crop-duster operation to DoC on 4/26/30, 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 Eckland)

Lift Systems

Lift 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. [N5568C].


Eugene H Lige, Auburn IN.

Sport 1934 = 1pOM; 30hp Ford. [14142] c/n GL-1.


c.1937: Light Aircraft Developers, San Diego CA.

  Light F-15 [NR89Y] (K O Eckland coll)
  Light F-15 [NR89Y] (Morris A Koshchuk coll)

F-15 c.1937 = 1pCM; 90hp Pobjoy Niagara. Flagg F-15 as a sportplane. POP: 1 [NR89Y].


Light Miniature Aircraft Inc, Opa Locka FL.

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 Bug

Lightning Bug Aircraft Corp, Sheldon SC.

199? = 1pClwM; 90hp AMW 750; span: 17'10" length: 17'5" load: 325# v: 250/225/85 range: 880. Avialable as kits.


Mark A Lightsey, aka AeroCraftsman Replicas, Rubidoux CA.

  Lightsey Caudron C.640 [N6989] (AAA/Airpower Museum)

Caudron C.640 2009 = Faithful reproduction of the 1936 NAR Thompson and Greve Trophy winner, built for Tom Wathen, using photos and whatever plans could be found by Lightsey and a small crew at Flabob Airport; ff: 1/28/09 (?>2/20/09) (p: Lightsey). [N6989].


Cazimir Likosiak, 7508 Kenwood Ave, Chicago IL.

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 [293] and [1275]. Dismantled 9/17/28.


(Max T) Lillie School of Aviation, Cicero IL.

  Lillie Tractor (Drina Welch Abel coll)

Tractor 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.


Vincent 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,
Lincoln-Standard, Roos Lincoln

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, Lincoln.

  Lincoln AP [NC12553] (Frank Rezich coll)

AP-B5 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 [X=NC424V, NC954N, NC12553].

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. Ultralight prototype for market evaluation. Failed to attract buyer interest. POP: 2; one of these had a mix-up in regs as either [947N] or [974N] that has never been clarified.

One was resurrected as 'DGA-5' by Benny Howard and used briefly in an air show comedy act, but unlikely flown by him. It crashed on the way to Indianapolis for a show c. 1933, killing Bob Moore, and Benny was charged with a number of violations. It was a subject he would not talk about and the true story of the original DGA-5 is virtually unknown since he covered his tracks by re-applying the DGA-5 designation to Howard Mike in later years. (— John W Underwood 10/17/07)

  Lincoln PT-K [NC146W] (Frank Rezich coll)

PT-K 1929 (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.

  Lincoln PT-T [NC420V] (Frank Rezich coll)

PT-T 1929 (ATC 344) = 90hp Brownback Tiger and similar data for $3,360; POP 5 [NC279N, X405V, NC420V/422V].

  Lincoln PT-W [C561M] (Dan Shumaker coll)

PT-W 1930 (ATC 284) = 110hp Warner Scarab for $4,315; POP: 5.

  Lincoln-Page LP-3 [NC298V]

-Page LP-3 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 115hp Axelsen.
  Lincoln-Page LP-3A

-Page LP-3A 1929 (ATC 2-66) = 150hp and 180hp Hisso A/E.
  Lincoln-Page PT [617] (WASM)

-Page PT 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.

  Lincoln-Standard HS/Cabin Cruiser Standard SJ before and after modification (Aerial Age)

-Standard Cabin 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.

  Lincoln-Standard J-1 [4213] (G S Williams coll via Frank Rezich coll)
  Lincoln-Standard Speedster (Aviation via Joe Martin)

-Standard J-1, 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.

  Lincoln-Standard J-2 [2651] (R Patterson coll via Frank Rezich coll)

-Standard J-2 1920 = J-1 modified with short-span Portland wings. POP: only a few.

  Lincoln-Standard LS-2 (Aviation via Joe Martin)

-Standard LS-2 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.

  Lincoln-Standard LS-5 [C1260V] (Barton County Historical Society coll)
  Lincoln-Standard LS-5 (Walter E Lees)

-Standard 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 breezy comfort.

  Lincoln-Standard Raceabout (Aviation via Joe Martin)

-Standard 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.


no location.

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 supplied.


Ray Lindsey, Portland OR.

  Lindsey [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, LTV

1960: 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 Defense Co.

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 [152580/152582].

  LTV A-7A [153239] (USN)

A-7A 1966 = 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 [156801/156890].

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 Bohannan 1/19/00)

  LTV A-7D [69-6195] (USAF Museum)

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, 74-1737/1760, 75-386/409].

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].

  LTV YA-7F Prototype (USAF)

  LTV YA-7F A-7D in background (LTV)

YA-7F 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, 161218/161222].

  LTV A-7K [73-1008] (USAF Museum)

A-7K 1982 = Two-seat A-7D trainer conversions for ANG.

  LTV XC-142 [62-5921] (LTV)

C-142 (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 [62-5921/5925].

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].


Charles C Linn, Lancaster CA.

  Linn Mini-Mustang [N10L]

Mini-Mustang 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.


Lion Airplane Co, Portland OR.

  Lion A [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


Fred J Lisch, 258 Blackman, Clinton IN.

  Lisch [10559] (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 [10559] c/n 1.


Eugene 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 since 1933.

"Who 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