Lincoln began construction, in 1922, of the five-seat Air Coach.
Aircraft
Lincoln Standard
Ray A. Page established Nebraska Aircraft Corporation at Lincoln, Nebraska, during the First World War, and was a builder of the Lincoln Standard, a two-bay biplane circa 1920.
Replica
Mexicana Lincoln Standard Replica
Lincoln Aircraft Company Inc / Lincoln-Page Aircraft Co / Nebraska Aircraft Co
Ray A. Page established Nebraska Aircraft Corporation at Lincoln, Nebraska, during the First World War, and was a builder of the Lincoln Standard biplane, and also built aircraft under subcontract to the U.S. government.
Began construction, in 1922, of the five-seat Air Coach. Between 1923 and 1925 offered the Lincoln-Standard Tourabout, a three-seat rework of the Standard J.1 of 1916. Also produced the Sport Lightweight biplane. Page acquired the rights to the New Swallow and redesigned this as the three-seater Lincoln-Page LP-3 in 1928, an attempt to catch up with developments in light aircraft design. In 1929 produced a two-seat trainer known as the Lincoln-Page Trainer.
Lincoln Aircraft Company Inc was the official name of Lincoln-Page from 1929, but both names used indiscriminately.
The last design was the parasolwing Lincoln Playboy of 1931. Firm was by then the Lincoln Airplane and Flying School.
Limb Aeronautics Lapwing
Limb Aeronautic of London, UK, register the Limb Aeronautics Lapwing G-BAUX c/n 01.
It is not known what type it was.
Lilium Jet
On 4 May 2019, Lilium flew its first flight of an untethered and unmanned five seat Lilium Jet at the Special Airport Oberpfaffenhofen in Munich, Germany. The full-scale prototype was powered by 36 electric ducted fans in configuration inspired by the Eagle prototype aircraft. After the first flight, which consisted primarily of hover, the Lilium Jet has expanded its flight envelope to include conversion to forward flight using the wing for lift, and several safety tests.
Lilium Eagle
In April 2017, Lilium GmbH, a Germany-based start-up founded in 2015, flew the first flight of the Eagle prototype aircraft. This aircraft was unique in that it used 36 powered fans (12 in each wing and 6 in each forward canard) for lift and propulsion.
Lilienthal Bekas X-32 / X-34 / Jordan Aerospace Industries / JAI RumBird X-32 / GulfBird X-34
The Lilienthal Bekas (Lilienthal Snipe in English, Лиленталь Х-32 Беҝас in Russian) is a 2/3 seat, high wing single engine pusher ultralight from Ukraine.
The Lilienthal Bekas is a pod and boom, multi-purpose, pusher configuration ultralight with a high wing and low-set boom carrying a T-tail. The well glazed pod seats two in tandem and carries the constant chord wing at its top. The wing is braced to the lower fuselage by two pairs of cross braced struts and is fitted with flaps, which have a maximum deflection of 40°. A fixed, tricycle undercarriage with a castoring nosewheel is mounted on the pod.
The engine is mounted at the rear top of the pod, behind the cabin; types in the 60-100 hp (45-75 kW) range may be fitted, most commonly Rotax two or four cylinder models such as the Rotax 582 or 912UL and 912ULS. The engine is cowled on some aircraft but not all. Much of the slim boom is occupied by a broad chord fin with a straight swept leading edge. On some aircraft it is extended forwards with a fillet. The rudder hinge, also slightly swept, is at the end of the boom. The tailplane is of constant chord and braced to the end of the boom by a strut on each side.
The X-32 Bekas first flew in March 1993 and received its Ukrainian certification in 1995. The Rotax 582 and 912 variants were certified in 2003 and 2005 respectively. The aircraft has JAR-VLA certification.
Between 2003 and 2006, the X-32 and X-34 were marketed by JAI (Jordan Aerospace Industries) as the RumBird X-32 and GulfBird X-34. By 2009, more than 400 X-32s had been sold.
Variants:
X-32AT Bekas
Sports version, certified for limited aerobatics.
X-32UT Bekas
Dual control trainer version.
X-32CK Bekas
Agricultural version, which may be fitted with spraybars fed from tank replacing rear seat.
X-32A Bekas
Ski undercarriage.
X-32H Bekas
Float undercarriage.
X-34 Bekas
Widened cabin for three, with the two passengers side-by-side on a rear bench seat; 500 mm greater span and either Rotax 912S or Rotax 914 engine.
Specifications:
X-32
Engine: 1 × Rotax 912, 60 kW (80 hp)
Propeller: 3-bladed VPSH 2 Donchak variable pitch pusher
Length: 6.55 m (21 ft 6 in)
Wingspan: 9.00 m (29 ft 6 in)
Height: 2.00 m (6 ft 7 in)
Wing area: 12.33 m2 (132.7 sq ft)
Airfoil: NACA 4412
Empty weight: 300 kg (661 lb)
Max takeoff weight: 495 kg (1,091 lb)
Cruising speed: 120 km/h (75 mph; 65 kn)
Stall speed: 55 km/h (34 mph; 30 kn) power off, flaps down
Never exceed speed: 158 km/h (98 mph; 85 kn)
Endurance: 3 hrs 20 min on normal fuel load
g limits: +3.8/-1.9
Rate of climb: 5.0 m/s (980 ft/min)
Crew: one
Capacity: one passenger
Lilienthal Glider / Dart Aircraft Lilienthal Glider
In five years between 1891 and 1896 Otto constructed seven gliders (five monoplanes and two biplanes) and made over 2000 ever-improving flights from hill sites at Stieglitz and in the Rhinow Mountains near Stöllen. He flew distances up to 400 m (1312 ft) and reached heights of 25 m (82 ft). He dis¬covered and made use of up-currents of air for soaring flight.
His first means of launching was a spring board, but this he soon abandoned in favour of hill launching. Some of his tests were made from the Rhinower Hills, near Stollen, but he also had constructed an artificial hill near Berlin.
In 1891 Lilienthal completed glider no.3, a monoplane glider constructed from peeled willow wands with a covering of waxed cotton. Its wings spanned 7 m (23 ft), with Lilienthal supporting himself within its centre section on parallel bars — literally a hang-glider — and controlling his flight path by shifting his body mass and thus altering the craft’s centre of gravity.
Lilienthal’s first tentative hops were made with the aid of a springboard launcher, but soon flew from a specially constructed 15-m (49-ft) hill on the outskirts of Berlin.
Between 1891 and 1896 Lilienthal constructed five types of monoplane glider and two biplane types (1891 and 1892).
Lilienthal supported himself in his gliders by his arms, so that after a running take off his hips and legs dangled below the aircraft, allowing him to swing his body in any desired direction to achieve stability and control. After 1893 he was achieving glides of 300-750 ft (90-230 m), with remarkable ease of control.
The 1894 monoplane hang glider was a single surface fabric covering over exposed framework. Wings fold for storage. Natural fabric finish; no sealant or paint of any kind.
In 1895 he was developing a type of body harness to work a rear elevator. The purpose of this was to give better control in rising or descending by increasing the effect of the occupant swinging his body forwards or backwards and thus altering the centre of gravity. Lilienthal also tested a glider which had flapping wing tips, driven by a small carbonic acid gas engine. This system could never have equalled in efficiency the new petrol engines and propellers which were soon to come into being; but the great German inventor/ pilot was never to become aware of this, for he crashed in one of his gliders in the Rhinower Hills on 9 August 1896, and died in a Berlin clinic on the following day. His last words were ‘Opfer mussen gebracht werden’ (‘Sacrifices must be made’).
In 1895 produced his thirteenth design, a biplane. On the evening of 9 August 1896, Otto was at Stöllen testing a new kind of head-movement control arrangement when a sudden gust upturned his No. 11 monoplane glider and he crashed heavily from 15 m (49 ft) breaking his spine. He died the next day.
Otto Lilienthal (1848 1896) made approximately 2,500 successful glides in 1893 96, mostly in monoplane ‘hang gliders’ types, in which he flew distances of up to 985 ft (300 m).
In 1937 Dart Aircraft built for Alexanda Korda’s film production, Conquest of the Air, two Lilienthal biplane glider replicas. They ‘flew’ suspended by piano wire. In the end the film was never completed.
Replica: Platzer Doppeldecker
1893 monoplane glider
Wing span: 22 ft 11.5 in (7.00 m)
Wing area: 150.7 sq ft (14.0 sq.m)
Wing chord (max): 8 ft 21 in (2.50 m)
Length: 16 ft 4.75 in (5.00 m)
Weight without pilot: 44 lb (20 kg)
Accommodation: Crew of 1.
1894 Glider
Wingspan: 7.9 m (26 ft)
Length: 4.2 m (13 ft 9 in)
Height: 1.5 m (5 ft)
Weight: 20 kg (44 lb)
Materials:
Airframe: Wood
Fabric Covering: Cotton-twill
Lightwing Rooster II
The Rooster2 is John Lee’s two seater and, although it looks totally different from the Rooster 1, it uses similar constructional techniques and materials, and its steering arrangements are also similar; braking, however, comes not from a nose skid but relies solely on the air resistance of the thick section wing. Along with its ‘boxy’ fuselage, the thick wing section (entirely a John Lee creation), the aircraft is fitted with a Robin EC44 engine which, because of the engine’s position, is mated to a smaller than ¬ideal prop. Conceived largely as a trainer, the Rooster 2 has a certain degree of flexibility built into its construction, to enable it to cope with bad landings by inexperienced pilots. The thick cantilever wing was chosen largely to simplify construction it eliminates the need for rigging wires. While the aircraft can be re rigged for trailer transport, portability is not a high priority. This aircraft does not in anyway pretend to be car toppable.
Tandem two seat single engined low wing with conventional three axis control. Wing has unswept leading edge, swept forward trailing edge and tapering chord; conventional tail. Pitch control by fully flying tail; yaw control by fully flying rudder; rod control by fully flying rudder; roll control by 40% span ailerons; control inputs through stick for pitch/roll and pedals for yaw. Cantilever wing; wing profile; 100% double surface. Undercarriage has two wheels with tailskid and nose-skid; no suspension on either wheel. No ground steering. No brakes. Wood fusel¬age, partially enclosed. Engine mounted above wing driving pusher propeller.
Engine: Robin EC44, 50hp at 6500rpm.
Propeller diameter 48 inch, 1.22 m.
Toothed belt reduction, ratio 2.0/1.
Max static thrust 180 lb, 82 kg.
Power per unit area 0.28hp/sq.ft, 3.0hp/sq.m.
Fuel capacity 13.2 US gal, 11.0 Imp gal, 50.0 litre.
Length overall 23.0 ft, 7.00 m.
Height overall 5.7ft, 1.75m.
Wing span 36.7ft, 11.20m.
Chord at root 6.0ft, 1.82 m.
Chord at tip 3.2ft, 0.97m.
Dihedral 2 deg.
Sweepback 0 deg.
Tailplane span 10.2 ft, 3.12 m.
Rudder height 5.1ft, 1.54m.
Total wing area 18. 1 sq.ft, 16.8 sq.m.
Total aileron area 12.9 sq.ft, 1.2 sq.m.
Rudder area 11.5 sq.ft, 1.07 sq.m.
Total elevator area 21.9 sq.ft 2.03 sq.m.
Wing aspect ratio 7.5/1.
Wheel track 6.6ft, 2.00m.
Main wheels diameter overall 11 inch, 28 cm.
Empty weight 3231b, 147kg.
Max take off weight 773 lb, 351 kg.
Payload 450 lb, 204 kg.
Max wing loading 4.27 lb/sq.ft, 20.9 kg/sq.m.
Max power loading 15.5 lb/hp, 7.0kg/hp.
Load factors +4.0, 2.0 design.
Max level speed 50 mph, 80 kph.
Never exceed speed 60 mph, 97kph.
Max cruising speed 50mph, 80kph.
Economic cruising speed 40 mph, 64 kph.
Stalling speed 25 mph, 40 kph.
Best glide ratio with power off 10/1 at 35 mph, 56 kph.
Take off distance 110ft, 35 m.
Landing dis¬tance 110 ft, 35 m.
Range at average cruising speed 100 mile, 161 km.
Lightwing Rooster I
Single seat single engined biplane with con¬ventional three axis control. Wings have un¬swept leading and trailing edges, and constant chord; conventional tail. Pitch control by fully flying tail; yaw control by fin mounted rud¬der; roll control by two thirds span ailerons; control inputs through stick for pitch/roll and pedals for yaw. Wings braced by transverse struts; wing profile 100 % double surface. Undercarriage has two wheels with tailskid and nose-skid; no suspension on either wheel. No ground steering. No brakes. Wood/glass¬fibre fuselage, totally enclosed. Engine mounted between wings driving pusher prop¬eller.
Instead of alumi¬nium tube, Dacron and lots of rigging wires, he prefers simple traditional wooden construction, though as a concession to moderni¬ty the Rooster 1 does have a glass fibre nose.
The Rooster 1 was conceived in 1977 as a sailplane. As a sailplane it thermalled at 600 ft (185 m), was aero towed three times and made some 300 circuits. It also proved stronger than expected, landing without dam¬age across the furrows of a ploughed field.
Right from the start, however, John in¬tended to power the machine, simply because he wanted to go soaring without hordes of assistants. So once he was satisfied with the aircraft’s dynamic qualities, he fitted a Chrys¬ler engine. In 1982 he was replacing this with a Valmet unit. The undercarriage design uses only two wheels but has a skid at either end. The wheel track is large enough that the aircraft does not tip up when the pilot enters, yet narrow enough to permit ground man¬oeuvring using only the rudder. There are no wheel brakes; instead the pilot simply pushes forward the stick and lets the friction gener¬ated by the nose skid slow the aircraft.
There are no plans for manufacture, but depending on demand, John may produce plans for the aircraft.
Engine: Valmet, 10 hp at 6000 rpm.
Propeller diameter and pitch 52x27inch, 1.32×0.69m.
V belt reduction, ratio 4.0/1.
Power per unit area 0.07hp/sq.ft, 0.8 hp/sq.m.
Fuel capacity 6.6 US gal, 5.5 Imp gal, 25.0 litre.
Empty weight 320 lb, 145kg.
Max take off weight 570 lb, 259kg.
Payload 250 lb, 113kg.
Max wing loading: 3.99 lb/sq.ft, 19.5 kg/sq.m.
Max power loading 57.0 lb/hp, 25.9kg/hp.
Load factors +6.0, 4.0 design.
Length overall 17.9 ft, 5.45 m.
Height overall 4.9ft, 1.50m.
Wing span 30.2ft, 9.20m.
Constant chord 3.0ft, 0.91m (top wing).
Dihedral 0 deg
Sweepback 0 deg
Tailplane span 10.5 ft, 3.20 m.
Fin height 5.2 ft, 1.58 m.
Total wing area 143 sq.ft, 13.3 sq.m.
Total aileron area 13.2 sq.ft, 1.23 sq.m.
Fin area 4.6 sq.ft, 0.43 sq.m.
Rudder area 6.2 sq.ft, 0.58 sq.m.
Total elevator area 16.8 sq.ft, 1.56 sq.m.
Wing aspect ratio 10/1 (top wing).
Wheel track 6.2 ft, 1.88 m.
Main wheels diameter overall 11 inch, 28 cm.
Max level speed 65 mph, 105 kph.
Never exceed speed 75 mph, 121 kph.
Max cruising speed 60 mph, 97 kph.
Economic cruising speed 40 mph, 64 kph.
Stalling speed 30 mph, 48 kph.
Best glide ratio with power off 14/1 at 33 mph, 53 kph.
Range at average cruising speed 300 mile, 483 km.
