Clyde
"Upside-Down" Pangborn
Clyde
Edward "Upside-Down" Pangborn made crowds gasp when he
performed his daring aerial stunts during the Roaring
Twenties. He was among the period's finest aerial showmen.
As his nickname suggests, he was anything but a conventional
pilot, and people loved him for it. But Pangborn was much
more than an entertainer. In 1931, he and a fellow aviator
set a world record when they became the first people to fly
non-stop from Japan to the United States. Pangborn also
served as a test pilot in his later years. During his
career, Pangborn not only knew the thrill of entertaining
crowds and establishing records, but also the painstaking
process of thoroughly testing a plane and making it safe for
other pilots to fly.
Pangborn was born on October
28, 1894, in Bridgeport, Washington. At age two, he and his
family moved to Idaho. After graduating from high school,
Pangborn took classes in civil engineering for about two
years at the University of Idaho before enlisting in the
army.
During World War I, Pangborn
served as a flight instructor for the U.S. Army at Ellington
Field in Houston. There he taught cadets how to fly the
Curtiss JN-4 "Jenny" biplane. Although Pangborn had a
relatively uneventful military career, he did acquire a
rather unique talent. Pangborn learned to slow-roll his
plane onto its back and fly upside down. His fellow pilots
subsequently began calling him "Upside-Down Pang," a name
that would stick with him for life, although most people
would shorten the nickname to either "Upside-Down" or
"Pang."
After the war, many military
aviators, like Pangborn, wanted to use their new skills as
pilots to earn a living. The U.S. military had a surplus of
Jenny biplanes, and many of them bought Jennys and set out
across the country performing aerial shows. "Barnstorming,"
as the phenomenon became known, was an extremely popular
form of entertainment.
Pangborn became one of these
professional barnstormers, thriving as an aerial stuntman
and performing all sorts of tricks. One of the first stunts
he attempted was an automobile-to-airplane transfer at
Coronado Beach, California, in 1920. During the stunt, Pang
was supposed to hop off the back of a speeding car onto a
rope ladder that was hanging from a cruising airplane, and
then climb up into the aircraft. Although Pang got hold of
the ladder, he lost his grip and plunged to the ground.
Remarkably, he only sustained three dislocated vertebra and
some muscle strains and bruises. This would be the only
serious accident of his career.
View of
Clyde Pangborn caught mid-air, falling, during his
unsuccessful attempt to make an airplane-to-automobile
transfer at Coronado Tent City, Coronado Beach, California,
on May 16, 1920.
In 1921,
Pangborn joined Ivan Gates and formed the Gates Flying
Circus. Pang was part owner of the show and the chief pilot
and operating manager. The troupe toured internationally and
became famous. One of the key stunts Pangborn performed was
to change planes while in flight. He held the world record
for the feat. In 1924, he also made news when he rescued a
stuntwoman in midair whose parachute had gotten tangled in
his plane's landing gear. Pangborn flew countless miles
during his barnstorming days without sustaining any serious
injuries or inflicting any on his passengers.
Like most barnstormers,
Pangborn's stunting days were limited because of a series of
new federal safety laws. In the late 1920s and early 1930s,
barnstormers found it increasingly difficult to meet the new
standards and many aerial shows went out of business. The
Gates Flying Circus dissolved in 1928. Although Pang would
work with other shows, each of them would fold within a few
years. In 1931, Pangborn's barnstorming career ended.
Clyde
Pangbornïs plane Miss Veedol.
Pang began
looking for a new challenge almost immediately and decided
to attempt a new around-the-world speed record. He believed
he could easily better the previous mark of 20 days, 4
hours, established by the German Graf Zeppelin in 1929. Pang
chose Hugh Herndon, Jr., a friend and former barnstormer, as
his navigator. Herndon, an easterner from a wealthy family,
was only an average pilot, but more importantly, he had the
money to sponsor the venture. With Herndon's capital, the
two men purchased a Bellanca "Skyrocket" monoplane.
Pangborn next attempted to
launch the New Standard Aircraft Corporation of Paterson,
New Jersey, but the Depression also ended that effort. He
then went to work for the Bergen County, New Jersey police
department as a pilot. That lasted only a short time,
however, and in 1930 he tried barnstorming again.
Having
dropped their landing gear at sea to gain speed, Clyde
Pangborn and Hugh Herndon, Jr., prepare to land at
Wenatchee, Washington. They flew 4,558 miles non-stop in 41
hours.
Everything
seemed to be proceeding according to plan, but then Wiley
Post and Harold Gatty established a new around-the-world
record in June, about a month before Pangborn and Herndon's
scheduled take off. Discouraged at first, Pangborn and
Herndon still believed they could better Post and Gatty's
record of 8 days, 15 hours, and 51 minutes. On July 28, they
took off from Roosevelt Field, Long Island, heading
northeast.
For a while, Pangborn and
Herndon looked as if they might catch up to Post and Gatty's
record. When they left Moscow, they were only ten hours
behind the previous record setters' time, but then Herndon
made a serious mistake. While Pangborn was sleeping, Herndon
got lost over Mongolia. Although Pangborn corrected the
problem, another major mishap occurred. In Siberia, a
driving rainstorm turned a dirt runway into a quagmire, and
when the two men could not take off in enough time to better
Post and Gatty's mark, they decided to abandon their attempt
at the record.
As Pangborn and Herndon were
waiting out the bad weather, they came up with another
record setting option. At that time, a Japanese newspaper
was offering a $25,000 prize to whomever made the first
non-stop flight between Japan and the United States (Post
and Gatty had stopped off in Alaska during their flight).
Focusing on their new plan, Pangborn and Herndon set out for
Japan.
Once again, the former
barnstormers ran into trouble. Because of a miscommunication
between American and Japanese officials, Pangborn and
Herndon did not have permission to fly over Japan. This
caused serious problems, especially when coupled with the
fact that Herndon had taken some photographs of the Japanese
countryside, including, unintentionally, some military
installations. When the two men landed, Japanese authorities
arrested them on charges of espionage. Although the Japanese
government detained them for several weeks, the U.S. Embassy
successfully intervened on their behalf, and Pangborn and
Herndon stood ready to attempt the record.
A few days before take off,
Pangborn, who had grown concerned about the plane's limited
fuel supply, developed a plan to reduce the aircraft's
weight and thereby increase its range. He rigged a device so
that he could jettison the plane's landing gear shortly
after lift off. He calculated that the aircraft would travel
approximately 600 miles (966 kilometres) farther without the
gear. While many feared that Pangborn would be unable to
land safely without wheels, he felt confident that he could
"belly land" the plane intact.
On the morning of October 4
(Japanese time), Pangborn and Herndon took off from
Samishiro Beach, Japan, in route to Washington state. Like
on some of their other flights, the two men ran into trouble
quickly. Although Pang jettisoned the landing gear, two of
the gear's struts remained behind. Pangborn, realizing that
they could not land safely with the struts still attached,
performed one of his old barnstorming feats to remedy the
situation. Approximately 14,000 feet (7,267 meters) above
the Pacific, Pangborn climbed out onto his plane's wing, and
in freezing weather and 100-mile per hour (161-kilometer per
hour) winds, loosened the remaining struts.
Despite their in-flight
challenge, Pangborn and Herndon persevered and brought their
plane in for a successful belly landing at Wenatchee,
Washington, on October 5, after a journey of some 4,500
miles (7,242 kilometres). They had made their record setting
trip in 41 hours, 13 minutes (although some sources cite 15
minutes).
After his trans-Pacific flight,
Pangborn took on a variety of challenges but few could
compare with his record setting journey. In 1932 Pangborn
went to work for Clarence D. Chamberlin in New York City,
but in less than a year he had left that venture and was
selling Fairchild Aircraft Company airplanes in South
America. In 1934, he and Roscoe Turner, a famous air racer
and aviation advocate, flew a modified Boeing 247D--a
revolutionary, twin-engine, all-metal monoplane than helped
bring about the airline revolution of the 1930s--from London
to Australia in the MacRobertson Race. They left on October
20, and landed only 92 hours, 55 minutes, and 38 seconds
later in Melbourne after flying 11,325 miles (18,226
kilometres). Even so, they finished second in the race,
following closely behind the record-setting De Havilland
"Comet."
Beginning in 1935, Pangborn
became a test pilot and worked for several aircraft
companies. Among other ventures, he recruited American
fliers for the Royal Air Force (RAF), helping them violate
the Neutrality Laws by getting them into Canada where they
could legally enlist to fight the Nazis alongside the
British. Several members of the RAF's Eagle Squadron, the
unit made up of Americans that fought in the Battle of
Britain, were recruited by Pangborn. He also joined the RAF
Ferry Command and was instrumental in helping organize the
effort to ferry aircraft and air weapons across the Atlantic
to Britain in 1940 and 1941. During the conflict, he
delivered more than 170 airplanes to the Allies and also
served with the U.S. military when it entered the war. After
the war, Pangborn returned to his life as a test pilot. On
March 29, 1958, Pangborn died. He received a burial in
Arlington National Cemetery with military honours.
Pangborn amassed an impressive
set of aviation credentials and accomplishments during his
life. In addition to all of his barnstorming feats, and his
trans-Pacific flight, Pangborn was licensed to fly a wide
variety of planes, including most single- and multiengine
aircraft, and even seaplanes. He also compiled more than
24,000 hours of flight time during his career and never lost
a plane or injured a passenger.
Pangborn's career was similar
to that of many other second-tier fliers of his generation.
He was able to make a life flying but never on the scale of
a Charles A. Lindbergh or an Eddie Rickenbacker. He was a
capable airman, recognized as such both by the public and
his fellow aviators. The record-setting flights he made
between 1931 and 1934 were highlights of his career, but his
service in 1940 and 1941 on behalf of the British opposing
Nazi Germany may have been his greatest contribution. |