domingo, 28 de janeiro de 2024

Speculations about the Operation and Proposal of S=D # 18 - Hydroglisseur


With Number 18, Santos=Dumont not only improved the Demoiselle but also contributed to the efforts in making high-speed luxury boats a reality, alongside inventing a revolutionary hydraulic system.



Santos=Dumont went beyond enhancing the Demoiselle; he transcendentally innovated by introducing a disruptive hydraulic system. This not only challenged the conventions of the time but also paved the way for a new chapter in the evolution of aviation and aquatic means—everything started with a bold bet.

The Audacious Wager

The tireless researcher with a fertile imagination, Santos-Dumont, seemed more like an amateur of feats than of lasting successes.


After circumnavigating the Eiffel Tower with his first dirigible balloon and executing wise maneuvers in Trouville with another balloon, he immersed himself in aviation. Without abandoning other modes of aerial locomotion, he dreamed of conquering the liquid element with his hydroplane. During a historic dinner among high-profile sportsmen on July 24, 1906, Mr. Charron, perhaps influenced by the communicative warmth of the banquet, made serious and encouraging challenges:

Mr. F. Charron bet 10,000 francs against Mr. Bleriot's 2,000 that it wouldn't be possible to reach 100 km/h on the water with any apparatus before April 1, 1908, covering only 1 km but in both directions, and the average of the two experiments would be considered. Arbiter: Mr. René de Knyff.

Mr. F. Charron bet 50,000 francs against Santos=Dumont's 5,000 that the latter couldn't achieve 100 km/h on the water before April 1, 1908, with the same timing method as before.

Mr. F. Charron and Marques de Dion bet 5,000 francs against Archdeacon and Santos-Dumont that they wouldn't see an airplane fly a distance of 500m without touching the ground before February 1, 1908.

René Doncières – "Les nouveaux Santos=Dumont," La Nature, n. 1796, October 26, 1906, p. 344

Santos-Dumont piloting his Number 18 - Hydro Glisseur. His hydraulic steering system anticipated Francis Devis' invention by more than 10 years.

The Santos=Dumont #18 Hydro glisseur wasn't just an isolated experiment; it was a crucial milestone that provided essential insights for the subsequent development of Demoiselle and, by extension, modern airplanes. Conceived to study the interactions between wings and water, Number 18 initiated a significant chapter in aviation history.

Unfortunately, Dumont didn't win the bet.

Speculations on Operation and Piloting

The analysis of Number 18 raises fascinating speculations about its operation and piloting. Given Santos-Dumont's distant position from the engine, intriguing questions arise about the controls and onboard systems.

In this photo, the compressor seems to be at the stern, protected by a cover (possibly made of wood).

The suggestion of hydraulic controls for the submerged fins is an innovative approach, providing an efficient means to control the vessel's elevation in the water.

Mysterious Contraption

In this photo, we see the two volumes covered with canvas, the 100hp Antoniette engine, and the mysterious object just below the engine.

Santos=Dumont conducted various experiments with the Hydroglisseur, and by observing photos and videos from that time, a mysterious device becomes apparent. This device is often covered with a canvas or wooden casing, sometimes located under the 16-cylinder, 100hp Antoniette engine, occasionally covered with a canvas with lateral stripes. Other times, the mysterious device appears at the stern, just behind Dumont's saddle. What could it be?

The mysterious device seems to be an air compressor with outlet towers, valves, cables (and perhaps a centrifugal regulator). It is likely a hydraulic system where pistons and actuators move and hold the fins in a diving and rising position, allowing Dumont to conduct buoyancy experiments.

In the video, it's evident that it's some kind of air compressor, seemingly not used to inflate the floating pontoons, as they are structured. Nor is it for circulating water in the radiator since a centrifugal governor is observed, a characteristic part of steam engines, with two spheres gently spinning, typically used to balance force in gas outlets.

The mysterious device is likely a hydraulic system, with a pump propelling gases into a cylinder transmitting pressure to pistons and actuators. This aligns with the advanced function of controlling altitude on the water's surface.

In this October 6, 1907, Le Pèlerin 1605 photo, we can clearly see what appear to be air pistons acting as actuators on the stern fin.

Manipulating the fins (rudders) to adjust the ascent or descent, according to Dumont's control, involves complex hydraulic components, revealing a high degree of sophistication in the design. Perhaps, it was one of the first hydroplanes to rise in the water using hydrofoils to achieve greater speeds.

By examining the pistons and cylinders, we can extrapolate the operation of the control system for the fins on Santos=Dumont's Number 18, based on a clever hydraulic system (from the photos, it could well be a 'Bowden cable' system, a mechanism that uses a thin wire filament moving inside a flexible outer casing, similar to bicycle brakes).

Let's continue with the hydraulic system, in which a cylinder containing pressurized fluid is central to the operation, strategically positioned valves play a crucial role in regulating the flow of hydraulic fluid. When Dumont wants to adjust the position of the fins, he precisely operates these valves, opening and closing as needed.

observing the pistons and cylinders it is possible to extrapolate the functioning of the fin control system in Number 18 by Santos=Dumont, based on an ingenious hydraulic system. In this system, a cylinder containing fluid held under pressure is central to the operation, strategically placed valves play a crucial role in regulating the flow of hydraulic fluid. 

In the diagram above, we see how from his seat Dumont could have controlled the submerged ailerons to understand and master hydrodynamic forces, similar to aerodynamics:

Diving Position

To position the fin in a diving position, Dumont skillfully manipulated the valves, opening and closing them precisely to control the flow of hydraulic fluid through the cables to the opposing pistons, generating targeted pressure. This resulted in a coordinated movement of the fins to the desired diving position.

Ascending Position

When Dumont decided to raise the fin's position, he reversed the position of the valves to direct the hydraulic fluid in the opposite direction through the cables to the pistons. This reverse action creates pressure that propels the pistons to lift the fins, allowing the aircraft to return to the surface or reach a desired ascending position.

But which fin moved? Front or rear fin?

The proposal to use a piston to generate pressure and control the front hydrofoils (fins) is ingenious. The integration of a hydraulic system would drive a piston, which in turn would raise the front fin.

Assuming a system to lift the vessel to move the front fin, the simplified tubes painted in red demonstrate the pressure lines controlled by Dumont to lift and maintain the front fins' position.

Observation of the photos is crucial for a more accurate understanding. The rear fins seem to have a tilt actuator, suggesting that these would be the moving parts influenced by the proposed hydraulic system. Therefore, the movement could be centered on the rear fins, allowing the adjustment of the vessel's tilt in the water through the piston driven by the hydraulic system.

Different from the photo above, here we see a system to lift the vessel to move the rear fin. The simplified tubes painted in red move the rear fin in the diving direction, forcing the stern to lower and the bow to rise.

The Marvelous Antoinette Engines

The power-to-weight ratio of these engines enabled the first flight of a heavier-than-air craft in 1906 (read the article).

In May 1906, Gastambide and Levavasseur founded the Antoinette company (named after Gastambide's beautiful daughter) in Puteaux, located at 28, rue des Bas-Rogers, for the mass production of V8 and V16 engines. Louis Blériot, in search of an engine, contributed funds and was appointed the company's vice president.

The lovely Antoniette Gastanbide, daughter of one of the partners, gave her name to this engine factory that contributed significantly to the history of aviation and navigation. The company's ads highlighted the excellent power-to-weight ratio of the engine, which could be carried on the shoulders with ease, enabling Santos=Dumont's first heavier-than-air flight.

In just two months, a V8 engine with 50 hp at 900 rpm was developed in the small Puteaux factory. This time, the engine operated correctly, and several units were built (around a dozen). Santos-Dumont successfully used it in his first flights in Bagatelle in October and November 1906, with numbers 17 and 18.

Practically all French aviators adopted this engine, driven by Dumont's successes. The engine was surprisingly light compared to the power it delivered - in an advertisement from that time, a man is depicted carrying a 16-cylinder engine block on his back without much effort.

Levavasseur introduced a new V8 engine with 24 hp, weighing only 36 kg, and a V16 with 100 hp, weighing 150 kg.

Controls of S=D #18

Extrapolating how Dumont piloted his hydroglisseur implies assuming that the hydraulic system described above was indeed used, given that the assumptions above are correct.

Santos=Dumont, piloting his Hydroglisseur #18, demonstrated mastery in using the complex hydraulic system to control the elevation, direction, and tilt of the vessel on the water. Positioned at the stern, the pilot handled the steering wheel similar to the automobiles of that time, like the 1907 Renault.

Initiating the aquatic experience, Dumont started the engine with a button located in front of the steering wheel. The propeller's gearing was skillfully performed through a lever positioned to his left. The aviator (now a ship captain) not only navigated the waters but also elevated himself to a new level of control by exploring the hydraulic system.

To steer the vessel to the right or left, Dumont adjusted the altitude on the water's surface using the steering wheel connected to a system that activated pistons. This system, analogous to the wings of an airplane, moved the port and starboard fins. When desiring to turn right, the pilot adjusted the left fin for elevation and the right fin for descent, providing refined control over the Hydroglisseur's trajectory (possibly this control was not so efficient, as in some photos Dumont appears to be manipulating a tail rudder).

Thus, Santos=Dumont navigated not only on the waters but shaped his course with precision, exploring the nuances of the innovative hydraulic system he introduced.


It's important to note that the tests with the hydrofoils were conducted when #18 was towed by a high-speed boat.

Hydroplanes and Hydrofoils

Needless to say, Dumont had not just 20 inventions because, considering all the solutions and achievements conceived, the number of creations easily surpasses 300.

Above left, a drawing of the first British patent granted in 1869 to Emmanuel Denis Farcot, of his hydroplane with lateral fins; on the left, the test of the Fenaille hydroplane on the Seine River in the late 1920s, with an aerial propeller of 5m x 2.25m. Below, the modern W-Foil, reaching a constant speed of 40 knots, with incredible fuel consumption ranging from 7 to 10 gallons per hour, can keep the unique laser-cut fir wood hull above the surface. The company plans to organize classic races with the twelve units currently in production.

Both the hydroplane and hydrofoil had been patented during Dumont's time; however, he conducted the first practical tests on existing ideas. The first evidence of a hydrofoil on a ship appears in a British patent granted in 1869 to Emmanuel Denis Farcot, a Parisian, who "by adapting to the sides and bottom of the vessel a series of inclined planes or wedge-shaped pieces, which as the vessel advances will have the effect of lifting it in the water and reducing drag."

Italian inventor Enrico Forlanini began working on hydrofoils in 1898 and used a "stair" system of fins. Forlanini obtained patents in Britain and the United States for his ideas and designs.

With Number 18, for instance, Dumont conceived and tested dozens of devices and solutions; the hydroglisseur is undoubtedly a strong supporter of this argument. It was a true package of inventions, including the hydraulic system for the movement and stability of the fins, the hydrofoil to reduce water drag and achieve higher speeds, and the direction control with hydraulic pistons, among many other solutions that unfortunately got lost in time.

After Dumont's contributions, other pioneers also incorporated hydrofoils into their vessels, playing a crucial role in the evolution of this means of transportation.


Auguste Tellier founded 'Les Chantiers Tellier' in 1870, a shipyard for luxury, high-speed boats in La Rapée, Paris.

From the pioneering work of Les Chantiers Tellier to contemporary creations like modern hydrofoil racing boats, hovercraft gliding on an air cushion with rear propellers, and airboats maneuvering through the shallow waters of the Everglades, technology has evolved considerably.

The current applications of hydrofoils range from passenger transport to competition boats, highlighting the versatility and efficiency of this technology over the years.

But in the end, who broke the 100 km/h record on water?

Santos=Dumont's initiative to attempt breaking the 100 km/h record on the Seine River with Hydroglisseur #18 was notably ahead of his time, even considering his genius and the incredible 100hp Antoinette engine, the most advanced and lightweight of that period.

Don Aronow not only broke the 100 km/h record in 1967 but also created the Magnum brand, a legendary icon in the high-speed luxury boat market.

The real achievement of the challenge to reach 100 km/h on water occurred in 1967 when Don Aronow piloted his 27-foot Maltese Magnum with two MerCruiser outboard engines of 255 HP each in the Miami-Nassau Power Boat Race. He reached an incredible speed of 58.4 knots (approximately 108.15 km/h) in waves of 2 to 3 meters high, securing the record.

It's fascinating to observe Santos=Dumont's rare smile captured alongside Edna Powers in the photo of No 18. This moment speaks volumes about the unique joy Dumont found in his invention, which is my favorite, a striking testament to his passions

Don Aronow was an extraordinary figure, a master boat builder behind legendary brands like Magnum, Cigarette, and Donzi. The movie "Speed Kills" with John Travolta highlights his achievements in the world of high-speed boats, although it dramatizes some events, such as Aronow's tragic death, presented in the film with exaggerations and alterations for added drama.


The Number 18 is undoubtedly my favorite invention of Santos-Dumont, mainly because it conveys the feeling of incredible super-fast luxury boats, as well as its bold and unique design, which likely inspired George Lucas in conceiving the Naboo N-1, piloted by Anakin Skywalker in the fourth film of the franchise, "Star Wars Episode I: Phantom Menace."

Is it so?

The Santos-Dumont Hydroplaner #18 remains a symbol of its creator's ingenuity and audacity, inspiring not only aviation but also contributing to the evolution of hydroplanes and amphibious vessels. 


As we explore the origins and speculations surrounding Number 18, we gain a deeper appreciation for the innovations that shaped the course of aeronautical and naval history.

terça-feira, 12 de setembro de 2023

Dimitri Sensaud de Lavaud and the First Flight in Latin America

Plan of the first plane built in Brazil by Dimitri Sensaud de Lavaud, which took off on Avenida Autonomistas in 1910 and the Osasco Museum in 1980, with the 'São Paulo' in the garage.

In 1980 I lived with my family in Parque Continental, near Osasco, São Paulo. It was during this period that I experienced a moment that would shape my fascination with aviation.


A renovation and redesign in our house raised big amount of dust in the air, caused me breathing problems and as part of the treatment my mother regularly took me to a clinic on Avenida Autonomistas to have x-rays - in the way, something always caught my attention.
Avenida Um (today Antonio de Souza Noschese, in Parque Continental, where Luiz Pagano lived in the 1970s/80s

When the car left Av. João Batista towards Avenida Autonomistas, there was a very old plane, parked in the garage of a beautiful house. It was an old experimental aircraft that looked like it came out of a Jules Verne book.

In those moments my imagination was flying high, I thought I had Alberto Santos=Dumont's first plane before my eyes, until my father clarified it, saying that it wasn't the 14th Bis, and that all that was left of him was the basket (I was outraged).

That was the former residence of Dimitri Sensaud de Lavaud, recently transformed into the Osasco Museum, Lavaud was the first man to fly in Brazil – yes, the first flight in Latin America took place right there, on Avenida Autonomistas, right next to my house . The emotion I felt upon discovering this became the seed of my love for aviation - the first flight in Latin America had taken place 70 years ago, just a few meters from home.

Osasco Museum with the plane parked in the garage in 1980. Antônio Agú built, commissioned by Giovanni Brícola, the chalet at Avenida dos Autonomistas, 4001, which was also the residence of Baron Evaristhe Sensaud de Lavaud, and his son, Dimitri Sensaud de Lavaud (honored by the name of the museum), a naturalized Brazilian engineer, who made the little-known First Flight of Latin America, piloting the plane SÃO PAULO, on January 7, 1910.

For years I wanted to visit the Osasco Museum to learn more about the history of that plane and, finally, my wish came true, my father took me to the museum, and that visit was a milestone in my life, I was fascinated by exhibitions that told the aviation history, from Santos=Dumont to local pioneers like Dimitri Sensaud de Lavaud.

The history of aviation in Brazil is full of notable events. Although Santos=Dumont made history flying in France, it was ironic that a Frenchman, Lavaud, became a key figure in the history of Brazilian aviation. On January 7, 1910, he built the first plane entirely designed on Brazilian soil, named "São Paulo", which made its historic flight in Osasco, in front of a group of onlookers and journalists, a crucial chapter in the city's rich history. . . and aviation in Brazil.

Luiz Pagano in 1980 at Parque Continental, near Osasco

Who was Dimitri

Dimitri Sensaud de Lavaud was born in Valladolid, Spain on September 18, 1882, he came to live in Osasco in 1898 brought by his father, Baron Evariste Sensaud de Lavaud and, by his mother, the Russian Alexandrina de Bogdanoff. He married Bertha Rachoud, a Brazilian of French descent, in 1903, and from this union they had three children: Georgeth, Robert and Gabrielle.

On January 7, 1910, Dimitri flew the "SÃO PAULO" airplane, which he designed and built himself. It reached a height of 3 to 4 meters from the ground, covering around 105 meters in 6 seconds and 18 tenths, starting from the terrain where the intercession of the Av. dos Autonomistas with Avenida João Batista, flew over Avenida dos Autonomistas, in Osasco, Greater São Paulo, for more than six seconds, making an abrupt landing afterwards.

According to the newspaper O Correio Paulistano, he slid for 70 meters before taking off. The uninjured aviator was applauded by those present at the occasion.

January 7, 1910, Dimitri and curious onlookers check the “SÃO PAULO” after abrupt landing on Avenida dos Autonomistas, in Osasco.

At the time, his achievement was widely publicized in the press, making him well-known. But, over the years, the story was forgotten, and today, as happened with Santos=Dumont and the Wrights, many credit the Mexican pilot Alberto Braniff (1884–1966) with carrying out the first Latin American flight.

Dimitri also flew in São Paulo with another airplane, a Blériot purchased from Giulio Piccolo, an Italian aviator who had an accident and died in São Paulo, in 1910. Dimitri's flight with this airplane took place in the area where the Palestra Stadium would be built in the future. Italy, today known as Antarctica Park, on February 19, 1911.

January 7, 1910, Dimitri on board the “SÃO PAULO” shortly before takeoff on Avenida dos Autonomistas, in Osasco.

In addition to being an aviator, Dimitri was a prolific inventor and an important character of the 20th century. With more than a thousand registered patents, he revolutionized the global metal tube industry and brought innovations to other industries, such as the automobile and the aviation industry itself.

The event is usually remembered in Osasco, where flags are sometimes raised in honor of the aviator's achievements. Dimitri's great-granddaughter, Fabiana Martine, and Lourenço Pellegatti's grandson, Caio Pellegatti, who was one of Dimitri's great friends and mechanic, were present at the 2020 event. The aviator lived in Osasco.

More than 100 Patents and Inventions

After becoming a naturalized Brazilian (1916), he moved to Canada and resided definitively in France from the 1920s onwards. In 1925 he was decorated as Knight of the Legion of Honor by the Paris Academy of Sciences in recognition of his value your research.

Sensaud de Lavaud had more than 100 registered patents, including the "Turbine"

Dimitri Sensaud de Lavaud was a passionate inventor and engineer who played a notable role in the automobile industry, his innovations included the creation of a revolutionary centrifugal casting process, which significantly improved the production of ceramic tubes. Furthermore, Dimitri designed his own car with a continuous automatic transmission, an extraordinary technological achievement for the time.

In the 1930s, Dimitri established a partnership and friendship with André Citroën, the renowned automobile manufacturer. Together, they collaborated in testing the hydraulic automatic transmission developed by Dimitri, known as the "Turbine", installing it in Citroën vehicles. The notable feature of the "Turbine" was its smooth running, making the car's progress and acceleration extremely smooth, as well as eliminating vibrations transmitted by the rubber engine mounts.

In 1932, Dimitri Sensaud de Lavaud exhibited his innovative car and "Turbine" transmission at the Paris Fair. Its advanced technology attracted the attention of the public and automobile enthusiasts, although the "Turbine" transmission had many advantages such as driving smoothness, it also faced challenges such as slower acceleration, higher fuel consumption compared to gearboxes manuals and transmission oil overheating problems on prolonged inclines.

Dimitri Sensaud de Lavaud stood out as a passionate inventor and his contribution to the automobile industry left an important mark on its history of innovation and technology.

Unjustly arrested for having collaborated during World War II, Dimitri was accused of collaborating with Adolf Hitler's regime. He was released on June 8, 1945, after 8 months in prison thanks to an effort by Brazilian diplomacy. Even after being acquitted, he never regained the joy of living, he died depressed and impoverished, at the age of 64. His body is buried in the Neuilly-sur-Seine cemetery, near Paris.

There is no information available that indicates a direct meeting between Dimitri Sensaud de Lavaud and Alberto Santos-Dumont, the famous Brazilian aviation pioneer. Both were notable figures in their respective fields of interest, with Santos-Dumont being known for his contributions to aviation and Dimitri Sensaud de Lavaud for his work in the automobile industry and technological innovations. Although their activities occurred at the same time and both were prolific inventors, there appears to be no record of a significant interaction between the two.

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My excitement about visiting the Osasco Museum and learning about this unique history was a memorable moment. This passion led me to continue exploring the world of aviation and eventually to volunteer at the Air Force Museum, in Oca do Ibirapuera in 1984, alongside Ada Rogato. There, I had the honor of contributing to the preservation of aviation history by helping to clean planes, an experience that has become a valuable part of my personal journey.

Lavaud's plane, seen on the edge of Av. Autonomistas, has become an icon in my life, a constant reminder that dreams can take off anywhere, including in our own backyard.

sexta-feira, 18 de agosto de 2023

THE DEATH OF SANTOS DUMONT

 
In the photo above we see the famous hearse that transported the body of Santos=Dumont, as well as three emblematic moments of the day of his burial: 1- the crowd carrying his coffin; 2- The passage alongside Avenida Rio Branco, which he affectionately mention to Yoanda Penteado in one 1928 photo and 3- The deluge caused by the torrential rain that fell on the day of his burial. Rua General Polydoro appears to be completely flooded and part of the ceremonies had to be cancelled.

It is very difficult for someone who writes about the ‘Wonderful Life of Santos=Dumont”, to talk about his death. But 15 years after the beginning of this blog, at the request of readers, here goes my research on the subject.


I would like to start and end this article with the beautiful words of Henrique Dumont Villares, his nephew:

WHO GAVE MAN WINGS - 1953

“...From São Paulo, which, at the poignant moment of this passage, found itself isolated from the rest of the world by force of the armed movement, the unexpected, heartbreaking news departed and rumbled far away.

Expressions of regret were universal. Then, on July 25, the government of Brazil decreed “national mourning for three days, for the death of Alberto Santos=Dumont”, noting, on his “considerations”, that “the Brazilian Alberto Santos=Dumont, inventor of the direction of balloons and mechanical flight, providing humanity with new devices for its development, tightened ties between nations and cooperated for peace and solidarity among peoples, thus becoming worthy of the gratitude of Brazil, whose name it honored and glorified ”.

Incidentally, this was not just a national mourning: it was a universal one. He was a genius that the whole world missed. Forever closed his wings who gave wings to man.

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We can start this report with the sad note of July 9, 1932, Santos=Dumont followed the news of the confrontation in Praça da República, between members of the Getulist Revolutionary Legion, founded by Miguel Costa, and people contrary to what the Legion defended.

According to the October 24, 1932 article, since that time, the suspicion of suicide had been on the agenda.

In this clash, where even weapons of war were used, the young men from São Paulo Miragaia, Martins, Dráusio and Camargo died, which would give rise to the acronym MMDC that brought together the revolutionary conspirators, and also to an unprecedented armed confrontation in the history of São Paulo. 

It was the Constitutionalist Revolution of 1932. The State of São Paulo was leading a revolt against Getúlio Vargas, who, in his view, had assumed power in an undemocratic manner. Dissatisfaction increased due to Vargas' appointment of an external intervenor for São Paulo.

Liberal elites in São Paulo demanded elections and a new Constitution, but this did not happen.

It was then that aviation played an important role; Federal Government had about 58 aircraft at dutry for Navy and the Army, while São Paulo rebels had only two Potez and two Waco planes, in addition to some other planes used in truism.

Another plane was obtained by the rebels with the desertion of Lieutenant Artur Mota Lima, who was bringing an aircraft from Campo dos Afonsos, in Rio de Janeiro.

The "vermelhinhos", as the federal government planes were called, were used in combat to bomb cities in São Paulo, including Campinas, and also for propaganda, dropping leaflets over enemy cities and places where rebel troops were concentrated.

Aircraft from the Constitutionalist Air Units (UAC), nicknamed “gaviões de penhacho” (crested hawks), had limited participation.

During the 1932 Revolution, despite aircraft limitations, aviation performed two remarkable feats: on September 21, it attacked Moji-Mirim and disabled five of the seven federal planes before they could take off; and on September 24, three "Gaviãos de Penacho" attacked the ironclad Rio Grande do Sul in Santos to relax the blockade of the port.

Planes of the Brazilian Revolution of 1932 - on the legalist side there were 58 Waco CSO-5 aircraft, the so-called "Vermelhinhos" - on the São Paulo side, the UAC - União Aérea Constitucionalistas, called "Gaviões de Penacho" had, initially, two WACOs CSO and two Potez 25 TOE, later other aircraft were added like this Nieuport-Delage NiD-72 called “Negrinho”.

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Our story takes place months before, on the 23rd of July, when Santos=Dumont is brutally tormented by the flights of war.

The concern with the use of aircraft in war was not new, six years earlier, in 1926, Santos=Dumont had already sent a letter to the League of Nations asking for a ban on the use of aircraft as a weapon of war, even offering an amount money for whoever wrote a monograph on the subject.

His request was ignored.

In the face of so much pain, the inventor's death occurred at the Hotel La Plage, when his convalescence rest for a 'nervous disorder' was abruptly interrupted by the noise of planes going to their war destination - the pain became unbearable.

The cardiac syncope version

Even perplexed by the attacks on São Paulo, public opinion tried to understand what actually happened to Dumont, the official version, told by the press, was that Dumont had died of cardiac arrest.

This is the excerpt from the obituary report of coroner Roberto Catunda:

“Guarujá – Alberto Santos Dumont – 23-July-1932. Alberto Santos Dumont – Brazilian, white, single, 59 years old, inventor. Apparently, he was found dead in one of the apartments at the hotel in La Plage, in Guarujá, where he lived. It is the corpse of a man of medium height and regular build, still in a state of muscular flaccidity. He wears a black cashmere suit, black tie and black boots. We found no trace of traumatic injury on the body. Death was due to heart failure.”

As we know, due to the revolution of 1932, S=D could not have his wake and burial at the moment of his death, it was then that professor at the Faculty of Medicine of São Paulo, Walter Haberfeld prepared S=D's body to keep it intact until the effective funeral, on December 22, 1932, in the tomb that he had built in the São João Batista cemetery, in Rio de Janeiro.

Part of this embalming process was the removal of all internal organs. Walter discarded all the other bad organs but kept the heart preserved, "I wanted to transform the preserved heart into a physical representation of Dumont on his carnal plane". Haberfeld kept Dumont's heart secretly stored in formaldehyde for 12 years, many believe that he wanted to keep Dumont's heart as a way, in the near future, to reveal the true cause of Dumont's death.

The fate of this organ was unknown until 1944 when Paulo Gomide presented it again.

Santos=Dumont's preserved heart is in a golden casket in the shape of a metallic celestial sphere, supported by an Icarus, which surrounds another crystal sphere, which, in turn, keeps the heart preserved in chemical solutions. The piece was made by Fundição Zani and has a plaque with the following inscription: ON OCTOBER 24, 1944, DURING THE "WING WEEK" CELEBRATION, DELIVERY WAS MADE BY DR. PAULO SAMPAIO, PRESIDENT OF PANAIR DO BRASIL, AD DR. SALGADO FILHO, MINISTER OF AERONAUTICS, OF THE EMBALMED HEART OF ALBERTO SANTOS DUMONT, WHICH HAD BEEN REMOVED FROM HIS BODY DURING THE AUTOPSY CARRIED OUT BY DR. WALTER HABERFELD, ON JULY 24, 1932. THE MAKEUP OF THE SCRIPT WAS INITIATIVE BY DR. PAULO SAMPAIO, AND THE ARTISTIC CONCEPTION WAS BY AMERICO MONTEROSA AND GUY EYMMINET.

It was Asa Week, in 1944, the heart was taken to Rio de Janeiro on a flight, being delivered to the then Minister of Aeronautics, Joaquim Pedro Salgado Filho, by the president of Panair, Paulo Sampaio.

Suspected Hanging

A significant chapter in the history of aviation and humanity was coming to an end, while the world mourned his departure, the events that followed revealed the complexity of human emotions and reactions in the face of such an important loss, at such a dark moment in the history of the Brazil. 

The important journalistic coverage of Revista O Cruzeiro, written by Edmar Morel in 1972, on the conquests and achievements of Santos=Dumont, as well as the testimony of delegate Raimundo de Menezes, sent from Santos to Guarujá on the day of his death, proving the hanging.

The sad event of room 151 would reverberate in a series of events. Jorge Dumont Villares, who was staying in room 152, next to his uncle and mentor, found himself facing a great challenge at that moment.

Human solidarity emerges like a ray of light in the midst of darkness, friends, family and admirers came together to honor Santos=Dumont and offer comfort, however, not all reactions were permeated with respect and empathy.

Luxurious Grand Hotel La Plage, in Guarujá and some last photos of Santos=Dumont there, before the tragedy in room 151

Some hotel staff, reporters and people who were present at the time, in a cruel and callous gesture, made disrespectful and morbid comments about the events that took place in Room 151. Their actions demonstrate a lack of understanding of the depth of grief and historical importance from that moment. And this generated a series of rumors and misinformation that persist to this day.

But it was only on November 1, 1972 that the true story was revealed, in a historical report by Edmar Morel, author of 'The Father of Aviation', entitled “Santos=Dumont, O Gennio Torturado”, makes an overview of the conquests and glories of the inventor, as well as a surprising report by the delegate Raimundo de Menezes, sent from Santos to Guarujá on the day of his death:

“One night, I received information from Guarujá that the great inventor had been found dead in the bathroom. I organized the caravan and we went there. At “Hotel La Plage”, the most elegant on that beach, we had to break down the bathroom door, through the skylight we could see the body hanging from a tie or a robe cord. Extremely thin, he was a bundle of bones.

Convinced that he was to blame for the invention of the plane, which was being used to bomb his fellow countrymen, he told Edu Chaves, with whom he was staying at the hotel, that he felt distressed by it.

Taking advantage of a moment of carelessness, he accomplished his intention: he hanged himself. I immediately communicated to the Chief of Police, Dr. Tirso Martins, what had happened, as well as the family's request that the body be handed over to them, without further legal procedures.

Authorized, I proceeded like this, and for that reason the newspapers of the following day announced the episode as natural death, having the coroner Dr. Roberto Catunda given the attestation as such. There was no police inquiry.

It was a matter of national glory. Hence the dispatch from the Secretariat of Security, at the request of the family. 

Here's what I know about it.”

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Even with the shocking report of the police chief, who witnessed the death and put an end to the mystery and the bad words of the cruel, even today the death of Santos=Dumont is surrounded by controversy.

Sophia Helena, a close relative of the aviator, had great difficulty in approaching this theme, she said something like "it seems that he killed himself" or "they say that he killed himself" in the documentary by Nelson Hoineff, script by Henrique (in the version that has 10 minutes more), as if he didn’t want to believe it.”

And at the end of this hard but important article, as she said at the beginning, I end with the phrase of another relative, Henrique Dumont Villares:

“And then, on July 23, 1932, his eyes, which had so often seen what we had yet to see, closed forever.”

There is a speech by Leonardo Da Vince, which I consider a prayer and illustrates very well the life and death of Santos=Dumont:

“Siccome una giornata bene spesa dà lieto dormie, così una vita bene usata dà lieto morire”.

Just as a day well spent brings happy sleep, so a life well spent brings happy death.

terça-feira, 8 de agosto de 2023

122nd Anniversary of August 8th, the accident that made S=D win the Deutsch Prize




The accident on the 8th of August is very important for winning the Deutsch prize and, consequently, of all the S=D achievements, no one reaches a goal if they don't get involved in doing things, accomplishing them - getting out of their comfort zone and commit to something, biographers sin and only report victories.


It is in accidents that a solution is found to move forward, both mentally, not giving up; as scientifically, resolving scientific inconsistencies.

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The 'Deutsch Prize Achievement' by Santos=Dumont marked a significant historical milestone, not only for its remarkable victory in achieving air drivability, but also for its achievement within a time limit.

But like any success, it had a lot of adjustments along the way - one of them was the accident of August 8th, "8/8".

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In a contest practically without competitors, due to the impressive advance of his conquests in the science of flight, Santos=Dumont built airship n. 5, equipped with a more powerful engine, to make the trip between the Parc de Saint-Cloud and the Eiffel Tower in less than thirty minutes.

On October 19, 1901, Santos=Dumont masterfully flew over the Eiffel Tower, completing the challenge in 29 minutes and 30 seconds. This achievement not only established his superiority in the field of aviation, but also highlighted him as a true world celebrity. His ability to achieve drivability and meet the allotted time solidified his position as a visionary pioneer, promising to bring wings to the world.

This photo is wonderful, it exactly describes Santos=Dumont's moment of disappointment and pain. He has just suffered the worst setback of his career, as just as he was about to win the prize, he had an accident that destroyed his aircraft. There is a natural chiaroscuro in the photo - from Dumont's right side the light hits the audience who love to watch his adventures in the skies of Paris and seem to say "don't give up". On her left side, people in the shadows with their heads down, seem to corroborate his pain. Thank God Dumont opted for the light - less than two months after this tragic accident, he built a new airship and finally won the prize.

From that moment on, Santos=Dumont became an iconic and inspiring figure, a symbol of innovation and progress. His Deutsch Prize win not only propelled aviation forward, but also perpetuated his image as the man who made the dream of flying a reality, leaving a legacy that echoes through generations as a true Father of Air Exploration.

The Princess's Blessing

On July 13, 1901, after going around the Eiffel Tower with the N.5 Santos=Dumont, he received an invitation to go to the palace of Princess Isabel, now Countess d'Eu.

São Bento and São Benedito are distinct figures in history; São Bento (480 ~547 AD) was the founder of the Benedictine order, not to be confused with São Benedito, the Moor (1526 ~1589) - Both have great devotion in Brazil. Also note her Chanel cufflink. Dumont had great friendship and respect for Coco Chanel, who revolutionized the fashion world with less structured dresses.

She was worried, like a Brazilian mother who sees her son doing acrobatics in foreign skies and decided to give him a protective amulet, a medal of São Bento that has blessed him ever since.

The Accident That Turned Right

On August 8, Santos=Dumont took off from the Saint-Cloud airfield, to the applause of more than 200 people who got up early to watch his feat and the Detusch Prize technical committee.

In this old photo of the Ile de Cygnes taken by Nadar, we can easily locate the building of the old Trocadero hotel, which became famous for its numerous photos with the boat on the N.5. Demolished at some point, it gave way to the twin building of the one previously built in 1901 (know more)

He needed to reach the Eiffel Tower, go around it and return to the starting point in 30 minutes, as described in the rules of the prize of 100 thousand francs offered by the Aeroclube de France.

Inexplicably, the balloon began to deflate from the loss of hydrogen. Without the rigidity of the envelope, a support cable came loose, being destroyed by the airship's propeller.

Santos=Dumont had only one option: at 200 meters high, he turned off the engine and controlled the airship as if it were a captive balloon until it fell over the Hotel Trocadero - see the full sequence of the fall here.

Santos=Dumont reports illustrated by Luiz Pagano


read this article in English

“I come now to the terrible day: August 8, 1901. In the presence of the Scientific Committee of the Aero Club, I set off for the Eiffel Tower. I went around it after 9 minutes and headed towards Saint Cloud. Unfortunately, an accident had weakened the spring of one of the automatic valves and the balloon was losing hydrogen. I ventured on. The balloon constricted visibly; to such an extent that when reaching the fortifications of Paris, near La Muette, the suspension ropes arched so much that the ones closest to the propeller became hooked on the propeller in motion.
I saw the propellers cut and rip them off. I stopped the engine.


The wind, which was blowing hard, instantly took the device to the side of the Eiffel Tower. At the same time, I fell. The gas loss was considerable.
I could have thrown off a lot of ballast and sensibly cushion the fall, but that way the wind would have had time to throw me against the ironwork of the great monument. I preferred to let the aircraft go in its own way (…)
I fell. And the wind carried me to the Eiffel Tower (…)the end of my elongated balloon, which still had all its gas, hit a roof just as I was about to cross it.


The balloon burst, with a great noise (...)
Thank God there was no hydrogen explosion, the shell burst like a birthday balloon, making a lot of noise.

A paper bag full of air, knocked against a wall, bursts, producing a great noise; well, my balloon, which wasn't small, made a noise like that, but... in a big way. 


It was completely destroyed.

La destruction et le sauvage du Santos=Dumont N.5 - La Vie Illustrée 16 de agosto de 1901

There was no piece bigger than a napkin!


I was saved by a true miracle,
because I was hanging by some ropes, which were part of the balloon, in an uncomfortable and dangerous position, from which the firefighters of Paris came to rescue me”

He got up, dusted himself off and made Airship Number 6

“I started building a new balloon and a new engine, this one a little stronger, the other a little bigger. Three weeks, counted day by day, after the last disaster, my device, number 6, was ready.

The weather, however, was still bad. On October 19, 1901, in the afternoon, as the morning was rainy, the official departure took place at 2:42 am. your direct line. I advanced by gradually raising the aircraft to an altitude of 10 meters above its peak. This maneuver wasted my time, but protected me, as far as possible, against any danger of contact with the monument.

I went up again, went around the Tower, at a height of 250 meters, over a huge crowd that was parked there waiting for me.
The return was delayed. The wind was contrary. The engine, which until then had behaved well, as soon as it left the Tower about 500 meters behind, threatened to stop. I had a moment of serious indecision. A quick measure had to be taken. At the risk of veering off course, I left the helm for a moment in order to concentrate my attention on the carburetor knob and the electric spark control lever.

The engine, which had almost stopped, resumed its pace.

I had just reached the Bois de Bologna. There, due to a phenomenon that all aeronauts are well aware of, the freshness of the trees began to make the balloon progressively heavier. And by unpleasant coincidence, the engine slowed down again. In such a way that the aircraft descended at the same time that the driving force became smaller. To oppose the descent I had to push back the guide-rope and the movable weights. The aircraft took a diagonal position and what was left of energy to the propeller made it remount in a continuous way.


I had arrived at the track at the d'Auteuil racecourse. The aircraft passed over the audience, with the bow raised very high, and I could hear the applause of the huge crowd, when, suddenly, my capricious engine regained its full speed. Suddenly accelerated, the propeller, which was almost under the aircraft, so steep it was, exaggerated the inclination even more. The ovations were followed by cries of alarm.
From my exit to the moment I passed the zenith of the starting point, 29 minutes and 30 seconds elapsed. With the speed I carried, I crossed the finish line - as yachts, oil boats, racehorses, etc. do.
- , I reduced the power of the engine and tacked; then, returning, and with less speed, I maneuvered to touch the land, which I did in 31 minutes after my departure.

I still didn't know the exact time. I shouted: - I won? It was the crowd that answered me: - Yes! Well, some gentlemen wanted that to be the official time! Big controversies. I had with me all the press and people of Paris and also Son Altesse Imperiale le Prince Roland Bonaparte, president of the Scientific Commission that was going to judge the matter. The vote was in my favor.”