Country of origin:

United States of America

Description:

Light commercial transport and touring monoplane

Power Plant:

One 164 kw (220 hp) Wright J-5 Whirlwind nine-cylinder air-cooled radial engine

Specifications:

History:

The Ryan Brougham series was the first real attempt by the Ryan Aircraft Corp to produce a light commercial transport, and the type became famous when a variant, known as the Ryan NYB (NX211) was used by Charles Lindberg to fly the Atlantic in May 1927 in 33½ hours. Production of the Brougham commenced in 1927, the first aircraft being airframe c/n 28. A total of 150 examples of the Brougham was built at San Diego, California the manufacturer being BF Mahoney Aircraft Co, although the first few were built by Ryan Air Lines Inc, also at San Diego, this Company being headed by T Claude Ryan.

Ryan Aircraft initially commenced re-manufacturing surplus World War I designed Standard biplanes, modifying these to seat a pilot and four passengers for Ryan Air Lines on regular flights from San Diego to Los Angeles. The Company’s first design was the M-1, introduced in 1926 with a Curtiss OX-5 engine, which was developed to the M-2 Bluebird which seated a pilot and four passengers in a fully enclosed cabin, the engine being a Hispano. It was modified and re-named, being fitted with the Wright Whirlwind engine and became the Brougham. The first became the Ryan NYP Spirit of St Louis for Charles Lindbergh, flown solo across the Atlantic Ocean from New York, NSW to Paris, France in May 1927.

Production commenced, the aircraft seating five. It was powered by a 164 kw (220 hp) Wright J-5 Whirlwind engine driving a Hamilton propeller. A few were fitted with floats, and examples were flown in the 1928 National Air Tour of the United States. A B-1, as it had become known, City of Forth Worth, set an endurance record of 172 hours in the air by refuelling in flight from another B-1, in May 1929. In the 1950s two Brougham wrecks were rebuilt as Spirit of St Louis replicas for movie work.

The Brougham fuselage framework was built up of welded chrome-moly steel tubing, faired to shape and fabric covered. The wing framework was of solid spruce spars with an I-beam section, ribs being built up of spruce and plywood, and was fabric covered. The tail unit was built of welded steel tubing, the fin being ground adjustable, and the horizontal stabiliser was adjustable in flight. The undercarriage had a shock-cord sprung landing gear. Bendix wheels and brakes were installed.

Four examples have been seen in this region, all Brougham B.1s. The first G-AUNZ – later VH-UNZ (c/n 47) – was imported by JR Moncrieff. This aircraft was shipped to Melbourne, VIC, arriving on 21 December 1927 and was assembled at RAAF Point Cook. The registration G-AUNZ was allotted, painted on the aircraft, but was not taken up, and it was never officially registered. After flight testing it left Point Cook on 3 January 1928 and eventually arrived at Richmond, NSW after a landing at Bong Bong, NSW in the southern highlands. Named Ao-Tea-Roa, it was checked by RAAF personnel at Richmond and left at 2.44 am on 10 January 1928. However, it was lost in the Tasman Sea whilst flown by John R Moncrieff and George Hood heading for New Zealand and no trace has ever been found of the aircraft.

The second G-AUGR – later VH-UGR (c/n unknown) – was imported by New Zealand businessman Louis Selfert who was seeking to develop a Trans-Tasman airmail service. Percy Moody travelled to the US to order and take delivery of this example. However, the Director of Civil Aviation would not issue the necessary paper work for such a service with the aircraft and the Ryan was left in the custody of Mr Moody. The aircraft eventually became VH-UGR on 12 March 1928 to Mr R Nott for his company Airgold Ltd in New Guinea and the aircraft was named L’Oisea de Tropicale.

This Company was formed by Messrs PH Moody and R Nott. The machine left for Lae, NG on 17 March 1928 and operated alongside other aircraft in the Company’s fleet, including a Westland Widgeon (G-AUGI), two Farman Sports (G-AUHL and G-AUHM), Avro 504 (G-AUEP) and a second Ryan, (VH-UIZ). On 23 April 1928, whilst being flown by PH ‘Skip’ Moody to Lae, the engine stopped (due to fuel starvation) on approach and the aircraft landed in the sea 100 metres (328 ft) off shore. The pilot was uninjured and the aircraft was dragged on to the beach. However, as there were no major repair facilities available, and because of the damage occasioned in the recovery, that was where the aircraft stayed, was abandoned and eventually corroded away.

Another machine G-AUIX – later VH-UIX (c/n 148) – was imported for TE Rofe and, named Spirit of Australia, was registered on 10 October 1928. It was obtained by noted photographer, Frank Hurley, who sought to make an attempt on Bert Hinkler’s England – Australia record of 15½ days, but in the reverse direction. His principal financial supporter was Mr TE Rofe, whilst Sir Hugh Denison of The Sun newspapera nd JJ Rouse of Kodak Ltd were also donors. Flg Off SJ Moir, with Fl Off HC Owen as relief pilot, was employed to fly the aircraft, with Hurley himself acting as navigator, wireless operator and photographer. A couple of test flights were made.

The Brougham left Richmond, NSW at 4.30 am on Tuesday, 30 October 1928, the crew attired in suits and Hurley wearing a bowler hat. A letter was to be conveyed from the Australian Prime Minister to the British Prime Minister. Wyndham, QLD was chosen as the departure point but unscheduled landings were made due to engine problems. Bad weather, treacherous aerodrome surfaces and lack of international co-operation in the Middle East ruined any chance to set a record. On attempting to take off at Athens the undercarriage hit a clay bank and the aircraft crashed on its back and was wrecked.

The last G-AUIZ – later VH-UIZ (c/n 92) – had the longest life. It was registered to DAB Smith of Point Piper, NSW on 15 October 1928 and named City of Sydney. It joined New South Wales Airways on charter and joy-riding work. On 21 July 1929 it made a forced landing on the St Peters Football Ground in Sydney and had to be dismantled and re-assembled at Mascot. It later was sold to the New England Motor Company, trading as New England Airways Ltd. It became City of Lismore in October 1930 and operated on the Brisbane to Lismore route. It force landed on a beach at South West Rocks on 9 December 1931 and was seriously damaged. It had to be dismantled and repaired at Cockatoo Island Dockyard in Sydney.

At this time a new wing was built, this having two fuel tanks installed to increase capacity. It was again rebuilt in 1934 but on 29 December 1935 it was flying north of Bundaberg, QLD when it landed on a beach to assist the crew of DH.50 VH-UFW which had made a forced landing. The Ryan returned the next day with equipment to extricate the DH.50 but became bogged, standing on its nose in soft sand. A rain squall and strong winds turned it over on its back and it was damaged by the rising tide.

In August 1936 the Clancy Brothers, Jack and Allen [designers and builders of the Clancy Skybaby], commenced a rebuild, this being completed in March 1937. A Certificate of Airworthiness was issued and the aircraft went to New Guinea. It operated there with Stephens Aviation Ltd at Wau and was withdrawn from service on 11 March 1941 when the C of A expired so it could be overhauled. However, it seems it was destroyed by enemy action on 21 January 1942.

A number of replicas of Charles Lindberg’s Ryan NYP (a variant of the Brougham) have been built around the world, most airworthy. The original Lindberg aircraft is in the collection of the Smithsonian Institute in Washington DC.