Never a cheap airplane, the surviving Ryans are now the pride and joy of their owners in Australia, New Zealand, and in the United States.

6 APRIL 2009 An Eye-Catching Ryan An international delight

a r t i c l e a n d p h o t o s b y Gi l l e s Au l i a r d

n 1934, Tubal Claude Ryan created a new corpora- tion, aptly named the Corp., in almost the same location as the defunct Ryan Air- craft Company, the builder of the Ryan NYP, Spirit ofI St. Louis. The first of the new Ryan designs, the ST—for Sport Trainer—immediately became a classic. VINTAGE AIRPLANE 7 In 1939, Ryan sold an almost stock model, desig- nated ST-A-1, which the Army called the XPT-16 (s/n 39-717), and after initial evaluation, they ordered 15 more for service tests as YPT-16. The success of YPT-16 trials led to the order of 40 of a very similar model des- ignated PT-20, the main difference being a larger cock-

Ryan ST-A Special used by NACA at its Langley Me- morial Aeronautical Laboratory for research on flaps, slats, and internally balanced ailerons. Later it was used for pilot familiarization. Still later it was desig- nated NACA 125 and used in the Loads Lab at Langley.

Taking off for the first time on June 8, 1934, from San Diego’s Lindbergh Field, the Ryan ST was a low- wing with external wire to the top of the and to the main undercarriage legs. Tandem open cockpits had dual controls and dupli- cated basic flight instrumentation. Construction was a metal monocoque fuselage, with wooden wing spars and metal ribs. As a trainer, the ST was unique in its field and a big improvement over its competitors. Powered by a 95-hp Menasco B4 four-cylinder in-line engine, only five STs were built. The ST-A [for Aerobat- ics], an upgraded version, was offered shortly thereafter, sporting a more powerful Menasco C4 engine. When fitted with a 150-hp Menasco C4-S, the ST-A became the ST-A Special. In 1937, a military version of the ST-A Spe- cial was developed, dubbed the STM (for Military). With the U.S. Army expanding rapidly in the years just before World War II, a big market for military trainers opened up. 8 APRIL 2009 pit with external stiffening in the at Civilian Pilot Training Program with floats. Sixty of them were ear- cockpit area. Both models proved schools across the country. Produc- marked for the Militaire Luchtvaart to be troublesome and were rapidly tion ended in 1942. van het Koninkliijk Nederlands In- removed from service. But the in-line engine variant dishe Leger (ML-KNIL, Royal Neth- During 1941, the Menasco en- of the PT series wasn’t dead. Other erlands East Indies Army Air Force), gine powering the YPT-16s and PT- countries showed a deep interest to be operated from their main base 20s was discarded by the Army in in the STM, and the plane sold rea- at Bandoeng, in Java. Ordered in favor of the Kinner R-440 radial. sonably well in South America and two batches, serial numbered RO- The installation of the new engine China. Ryan’s biggest export cus- 10 to RO-49 (STM-2 c/n 407-446) in a streamlined nose fairing with tomer was the Dutch government. and RO-50 to RO-69 (STM-S2 c/n exposed cylinder heads led to the In 1940, the Dutch ordered 108 495-514), the planes were delivered new military designation of PT-21, Ryan STMs, 24 of them equipped starting November 18, 1940. of which 100 were ordered in 1941. The advent of the Army-Navy trainer standardization program co- incided with the development of a more powerful variant, the ST-3, with a 160-hp Kinner R-540-1. Orders for this model, designated PT-22 Re- cruit, all placed in 1941, totaled 1,023. The PT-22s went into service

Gary Kozak, caretaker of Ryan ST-A Special. Top: Resting in the verdant grass at the air- port in Brodhead, Wisconsin, the Ryan has come a long way from its days in the Dutch Marine Luchtvaart Dienst (MLD, Naval Air Ser- vice) in Java.

Above: With a well-cushioned cockpit coam- ing surrounding the snug cockpit, the Ryan ST is a comfortable airplane for the Sports- man pilot.

Left: The Ryan ST’s spectacular wheel spats and landing gear fairing are a distinctive part of the airplane’s persona.

VINTAGE AIRPLANE 9 One prime example is still flying in the hands of Gary Kozak, of Down- ers Grove, Illinois, its catchy MLD markings reminding the onlooker of this little-known theater of op- erations of World War II. Ryan STM-S2 N8146 (c/n 457) was ordered by the Dutch govern- ment on June 25, 1940, as part of a batch of 12 (S-11 to S-22) ear- marked for the MLD. The 12, plus 12 sets of floats, left Los Angeles aboard SS Hoegh Silver Dawn on November 18, 1940, bound for the NEI. Assigned serial S-21, it arrived in Java on January 3, 1941, and it flew training missions from the All of these aircraft were de- to A50-34. By late 1944, most of main MLD Base at Morokremban- stroyed by enemy action or captured the airframes were in storage at Ev- gan, starting on February 26, 1941. intact when the Japanese overran ans Head, New South Wales (NSW), Facing the advance of the Japa- the Netherlands East Indies (NEI) in home of the Royal Australian Air nese invaders, S-21 was crated along late winter/early spring 1942. Force 1st Air Observer School and with 33 other Ryans and evacuated The other 48 were operated by the 1st Bombing and Gunnery School. aboard the MS Tijnegara, which Marine Luchtvaart Dienst (MLD, In April 1945, a major storm bat- sailed for Australia on February 17, Naval Air Service), mostly from its tered the NSW coastline, destroy- 1942, and managed to evade Japa- main base at Morokrembangan, ing five of the stored Ryans and nese air and naval forces. The crates near Soerabaja, on the Island of damaging many more. At war’s end, lingered on the Sydney docks while Java. Serial numbered S-11 to S-58 the surviving aircraft were sold the negotiations between the Aus- (STM-2 c/n 447-494), most of these by the Commonwealth Disposals tralian government and the NEI airplanes survived the Japanese in- Commission for an average price of authorities in exile for the acqui- vasion and were evacuated to Aus- 400 Pounds (200 without engine, sition of the Ryans were ongoing. tralia before the March 8, 1942, equivalent to about $1,600 and Following its purchase by Australia, surrender of Java. $800 respectively) and released to s/n 457 finally arrived in its crate After protracted negotiations, the civilian market. at Mascot Aerodrome, near Sydney, the aircraft were impressed into ser- Never a cheap airplane, the sur- on August 27, 1942. vice with the Royal Australian Air viving Ryans are now the pride and It appears that the plane had Force (RAAF) as trainers or station joy of their owners in Australia, New to be rebuilt from its original fu- hacks and allocated serials A50-1 Zealand, and in the United States. selage and spare parts from parts 10 APRIL 2009 In the markings of the MLD, S-21 flew from the base at Morokrembangan, Java, during 1941. of s/n 463, as s/n 457 was either nal MLD markings. The first post- challenges that go with antique air- improperly crated or damaged dur- restoration test flight took place on plane ownership. Then, during a ing transit. Assigned serial A50-30, July 10, 1970, revealing only a mi- flight on June 13, 2003, things got it served with the RAAF until Feb- nor need to adjust the rigging of very interesting: ruary 12, 1945, at which date it the airplane. “The engine started running was put in storage at Evans Head. This accomplished, the Ryan was very rough and could barely pro- Damaged again during the storm presented at EAA Oshkosh 1970 duce enough power to hold alti- that hit this RAAF station on April and the Antique Airplane Associa- tude. There was belching smoke and 4, 1945, it was rebuilt and sold to tion convention, where it was voted blowing oil all over the plane. This Brown and Dureau Ltd. on April “Best Open Cockpit Ryan” and “Best led to a partial dismantling and in- 19, 1947. Acquired by the Newcas- Original Ryan” by the public. spection of the engine. The culprit tle, NSW, Aero Club on July 7 of Sold in June 1971 to Robert was a blown supercharger seal that the same year, it became VH-BBJ “Bob” Friedman of Highland Park, allowed large quantities of oil to be on the Australian register. Illinois, the Ryan was substantially ingested by the engine. After a lapse in registration, it was damaged—again—in a ground col- “I talked to Brad Ball, in Cali- sold to G. Harle, of Newcastle, NSW, lision with another airplane in Bel- fornia—the guru of Menasco en- on June 9, 1957, who obtained the videre, Illinois, on June 21, 1975. gines—who told me that, in order new VH-BXN identity for the Ryan. Returning it to flying status, Bob to get to the seal, I would have to John Swanson, of Mareeba, North Friedman enjoyed the airplane until dismantle a large portion of the en- Queensland, one of the following his untimely death in an unrelated gine, including the accessory case owners, had to resort to a forced airplane accident. As the executor and gears. Since the C4 was ap- landing in November of 1964. Dam- of his estate, Pat, his wife, became proaching overhaul time, and that age to the plane warranted it to be the owner of the ST, and she flew it he also mentioned he was build- stored awaiting extensive restora- for a couple of years before selling ing a Menasco D4-87 engine, a very tion. Bernie Anderson acquired it on to James O’Donnell of Naperville, similar, but much improved engine, March 23, 1965, and immediately Illinois, in May 1990. I decided to switch over.” obtained the VH-RUM registration, In May 1999, after flying the air- As usual with old airplanes, it as the previous had lapsed and he plane for almost 10 years, O’Donnell was not as simple as it should have had formed the plan to bring the decided to sell it to Gary Kozak of been. This modification had never Ryan back to flying status. Downers Grove, Illinois, its current been attempted before, and it had Work started in 1967, but was owner, who recounts: to be approved by the Federal Avi- not completed before Dorr Carpen- “When I got it, it was a flier; I did ation Administration (FAA) be- ter, of Chicago, Illinois, imported not have to do much to it. The pre- forehand. With the help of EAA S-21 into the United States in Sep- vious owner did an annual with me, Technical Counselor Joe Lienau, tember 1969, as part of a batch of so I got a good education on some Gary spent months preparing the Ryans. Carpenter obtained FAA of the unique aspects of the plane.” documentation. One major com- registration N8146, restored the Gary flew the Ryan for several plication was that the carburetor airplane, and repainted its origi- years, enjoying each flight and the was in a different position in the VINTAGE AIRPLANE 11 new engine and required a new Beech Bonanza, so there is plenty power back gradually, to bleed air- induction system to be designed of brake power to keep the airplane speed and to be at idle abeam the and fabricated. stopped at full power. touchdown point. Flaps down, al- “The 337 form was 13 pages “When all the parameters are most straight to full 45 degrees. long with diagrams I spent several nominal, I taxi out and line up I usually make a pretty high ap- months drawing up, as I am not ex- on the runway. Once in position, proach in case of engine malfunc- actly a draftsman.” I normally apply full power before tion in the pattern; this helps keep The modification was finally releasing the brakes, so I can do one the nose down to better see ahead. approved: last check inside the cockpit. When I slip it in on final to create high “Now, the engine has nice, fil- it starts rolling, all my attention drag, to lose altitude fast, and try tered air, and even if it is only rated has to be outside. My feet are never to keep the runway in sight until at 134 hp instead of the original still, constantly adjusting for the reaching the numbers. 150, I get good performance.” trajectory of the airplane. Push the “The plane is fully aerobatic, but Gary takes us through a flight stick forward, and hold it until the I have not tried much yet, other around the patch: tail comes up. You pretty much can than the occasional “falling leaf,” “After a normal preflight, it is im- feel it when the plane is ready to fly. as the airplane is 68 years old. It portant to remember to turn the oil In a crosswind, you have plenty of was originally stressed to 9Gs, but I on and pull a few blades to get it cir- rudder authority, but you still have do not think I would like to push it culating through the engine. It does to make sure to keep it straight to that far. Nevertheless, I am sure the have a starter, but it is just a battery avoid a ground loop. Ryan is perfectly safe for all the ba- and no generator, so you get 8 or “The gear is quite narrow and sic aerobatic maneuvers. 10 starts out of it; then you need the center of gravity pretty high, “I am not a high-time tailwheel to recharge. You give a few shots of which make for a relatively un- guy, so it is a very challenging air- the wobble pump, just to get a few stable situation. The geometry of plane for me on the ground. It does pounds of pressure. Usually, the en- the airplane is better, and the cen- like to ground loop, so you have to gine starts right up, within a few ter of gravity moves forward as the watch that. However, in flight, it is blades. I tend to lean the mixture tail goes up. In flight the controls a very straightforward airplane.” aggressively—because of the lead are very nice and well-balanced With its classic good looks and content of modern gasoline, I try to and very responsive. It takes off in bright colors, Gary Kozak’s Ryan avoid deposits—and let the engine about 800 feet, at about 60 mph; ST-A Special cannot be ignored. warm up. The run-up is pretty stan- climb is at about 80 mph. It is sup- dard: mag checks, carburetor heat, posed to stall at 35 mph. Big thanks to Ted Miller for flying and full power check. The engine “It cruises at 100-110 mph, but the Stearman photo plane during this is rated at 2260 rpm max. I have you have to stay ahead of it at all air-to-air mission over the cornfields disk brakes, the same system as the times. On downwind, bring the surrounding Brodhead Airport. 12 APRIL 2009