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.

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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.

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.

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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.

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.

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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

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“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.”

Le Fatum Innovative Experiment in the Search for Air Balance

Le Fatum, created by Santos=Dumont and Emmanuel Aimé

In July 1901, a crucial meeting for aeronautical exploration was held, bringing to the scene several enthusiasts and pioneers of flight. Among those present were notable names such as Emmanuel Aimé, Alberto Santos-Dumont, Georges Besançon, and many others. The meeting was marked by an outstanding test that was conducted with the "Fatum" balloon.

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The "Fatum" was an auxiliary spherical balloon, built with an innovative balancing thermostat system, developed by Emmanuel Aimé and Alberto Santos-Dumont. The intent behind this pioneering test was to explore ways to control the balloon's rise and descent with greater precision, without relying entirely on traditional sand and/or water ballast.

Test of the Fatum L'Aérophile, July 1901

The "Fatum" balloon had a unique configuration. With a volume of about 50 cubic meters and a diameter of 2.50 meters, the thermostatic cylinder was shaped like an auxiliary balloon made of a light material known as "frou-frou".

Half of the cylinder's surface was white, while the other half was black.

This cylinder was open at the bottom and closed at the top, and its structure was composed of two cylinders suspended from the sides of the main balloon, balanced by a bamboo that rested on the circumference of the balloon.

Test of the Fatum L'Aérophile, July 1901

The operation of the balancing thermostat was based on the interaction of solar radiation with the thermostat's black cylinder. When the sun acted on this part, the internal air expanded, causing the system to rise to a higher altitude, which makes the thermostat efficient only on clear and sunny days.

During the test, the "Fatum" was launched from the Parc d'Acrostation de l'Aero-Club, initially heading towards Sèvres. As it rose, the thermostatic cylinder was activated, raising the system to an altitude of one thousand meters. However, as the clouds passed the sun, the thermostat was temporarily disrupted.

The results of the tests with the "Fatum" were impressive, but also revealing, it was clear that the balancer thermostat had a remarkable potential to control the ascent and descent of balloons, providing greater autonomy and precision, but the dependence on solar radiation limited its effectiveness. to sunny days, which presented a significant challenge.

While the results of the balancer thermostat were promising, its dependence on solar conditions highlighted the need to continue the search for more effective methods of controlling balloons and aircraft. The story of "Fatum" serves as an inspiring reminder of how the courage to push boundaries and the creativity to develop unique solutions can drive progress and innovation in the quest for human flight.

Operation

The functioning of the balancing thermostat in the form of a "frou-frou" (accordion-shaped) tube was directly linked to the regulation of the internal temperature of the "Fatum" balloon and, consequently, to the control of its ascent and descent. This balancing system was designed to exploit the properties of air heated by the sun, creating a way to control the balloon's buoyancy.

The operation of the balancing thermostat was based on the interaction of solar radiation with the auxiliary tube with black and white faces of the thermostat - when the sun heats the black side of the auxiliary balloon, the frou-frou expands and the balloon rises. And when, in turn, the tube with its white side is away from solar radiation, the air cools down and the balloon descends.

When the black part of the thermostat, which consisted of a cylinder of light and expandable material, was exposed to direct solar radiation, it absorbed heat, causing the air inside to expand. This increase in the volume of the internal air resulted in a decrease in the density of the air inside the thermostatic cylinder, making it lighter in relation to the ambient air.

With the thermostatic cylinder expanded and lighter, the tendency was for it to stretch, increasing the length of the accordion part.

This stretching created an upward force, aiding in the process of lifting the "Fatum" balloon. The main balloon, in turn, was balanced by the weight of the thermostatic cylinder and other parts of the structure, as mentioned in the previous description.

As the "Fatum" balloon rose and gained altitude, the thermostatic cylinder continued to absorb solar heat, remaining expanded and elongated, this resulted in a constant upward force that helped to counterbalance the weight of the main balloon and the passengers, allowing for the balloon to rise to desired altitudes.

On the other hand, when the balloon needed to descend, the "frou-frou" was collected with the white part facing the sun, the cooled air became denser and heavier, reducing the thermostat's buoyancy force and allowing the balloon to begin to descend gradually.

Although the balancer thermostat showed promising potential for regulating the altitude of the "Fatum" balloon, its effectiveness was limited to solar conditions. On cloudy days or at night, when solar radiation was not present, the thermostat did not work, and the balloon depended more on traditional sand and/or water ballasts for altitude control.

Moments of Tension

In one of the most tense moments during the test of the "Fatum" balloon, an incident occurred when the balancer thermostat was loose next to the main balloon. This episode demonstrated the complexity and challenges associated with pioneering aeronautical experimentation.

While the "Fatum" balloon was ascending with the thermostatic cylinder suspended beside it, a risky situation occurred when the auxiliary balloon became agitated and out of control, threatening to tear the main balloon. Setting up the balancing thermostat involved suspending the thermostat cylinder from either side of the flask, balanced by a bamboo that rested on the circumference of the flask. However, at a certain point, atmospheric instability or other unforeseen circumstances may have led the airship to dangerously approach the main balloon.

The proximity of the airship to the main balloon represented a potential threat, as it could result in collision or interference with the structure of the balloon, compromising the safety of the experiment. The situation required quick and decisive action on the part of those involved to avoid any damage or accident.

While "Le Fatum" was ascending with the thermostatic cylinder suspended beside it, a risky situation occurred when the auxiliary balloon became agitated and out of control, threatening to tear the main balloon.

While the detailed description of this incident was not provided in the shared excerpt, it highlights the challenging and unpredictable nature of aerial exploration at that time. Aeronautical experimentation was fraught with uncertainty and risk, with pioneers facing a number of obstacles as they sought to understand and control flight.

Ultimately, the test of the "Fatum" balloon represented an important milestone in the history of experimental aeronautics, showing the capacity for innovation and the constant search for creative solutions in the search for controlled flight. The meeting of brilliant minds like the great friends Dumont and Aimé, and the results obtained contributed to the continuous evolution of aerial technologies and laid the foundations for future explorations in the field of aerostation.

Santos Dumont stamps with illustration by Luiz Pagano ask for peace for Ukraine

 

Stamps by Santos Dumont with illustration by Luiz Pagano ask for peace for Ukraine

I must say that it was a great surprise to see my strokes and colors giving life to Santos=Dumont on the stamps issued by the National Stamp Agency of Ukraine - Укрпошта, in the midst of the armed conflicts that devastate Ukraine, in a gesture of hope and appeal for the peace that emerges unexpectedly: the figure of Santos Dumont.

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Having my images of Santos=Dumont destined to promote peace in the world. is undoubtedly the most important work of my career as an artist.

It is also good to say that, just as Dumont did by not patenting his aerial inventions, since it was for the benefit of mankind, I also left my images free of rights, so that they can be used to promote peace and to advocate for the well-being of humanity.

As tensions mount and the pain of war persists, Ukraine has found an inspiring way to remind the world of the importance of seeking peaceful solutions. Santos=Dumont was very well chosen as a symbol of peace and union.

Santos=Dumont dedicated his life to making the skies accessible to man, allowing us to fly beyond physical borders and bring people together, his inventions and his pioneering spirit in aviation symbolize the desire to overcome barriers and seek global integration. And it is exactly this message of peace and unity that Ukraine rescues when choosing its figure to represent its appeal in times of war.

At the age of 59, on July 23, 1932, Santos=Dumont left this world, leaving a gap in the history of aviation. In his legacy, the memory of someone who dared to dream of a peaceful world and who, in 1926, made an appeal to the League of Nations to ban the use of airplanes for war purposes.

Santos=Dumont reminds us that, behind technological achievements, there are hearts and minds that yearn for peace and harmony among nations.

Stamps by Santos Dumont with illustration by Luiz Pagano ask for peace for Ukraine

In times of uncertainty and conflict, Ukraine teaches us that even amidst the darkness of war, the light of peace can find a way to shine.

Recognizing Santos=Dumont as the father of aviation is essential to Brazilian history and culture, but it also has universal significance. His pioneering spirit influenced the development of aviation globally, paving the way for longer and safer flights.

I hope that the images on the stamps continue to fly across the skies, carrying with them the message of a world united in peace and progress. Thanks to Ukraine for this recognition and for allowing me to share my creations with the world. May this tribute inspire future generations to fly in pursuit of their dreams, just as Santos-Dumont did when he gave wings to humanity.

Who was Edward C Boyce The man who bought #9 La Baladeuse

Edward C Boyce known for having bought La Baladeuse Nº9 and Santos=Dumont Nº 8, was the first man to pilot an airship in America. He was also an accomplished architect, amusement park mogul and co-owner of Dreamland in Coney Island as well as the White City in Chicago.

It is important to say here that perhaps the Number 8 airship, purchased by Boyce, is the modified Number 6, just as the Number 6 came from modifications to the Number 5 after the August 8 accident. The criteria for numbering Dumont's dirigibles were never clear.

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Boyce was undoubtedly a multifaceted figure in the early 20th century, who devoted himself to the emerging aviation of the time, becoming one of the pioneering founders of the Aero Club of America.

That's where the intriguing part comes – we don't have his date of birth, death, little is known about his contributions to the Aeroclube, not even a good photo of him. 

Photo of Boyce's office 302 Broadway, NY - Modern Amusement Parks Catalog 1904

One of the most intriguing claims about him is that he was the first man to fly an airship in America, as reported in THE EVENING TIMES article of October 1, 1902.

Article in THE EVENING TIMES of October 1, 1902.

“The dispute was between the airship Santos=Dumont Nº 6 (some dumontologists believe that it could have been Nº 8), the great airship that was in Brighton Beach all summer, and the Pegasus, airship of the rival aviator, that was in a stable in Manhattan”.

It is curious that Stevens' exploits have received more prominence in the historical record, while Boyce has remained relegated to a secondary role.

As for Boyce's description, the article goes on to say that “...Edward C. Boyce, a wealthy young man, who was vice president of the Syndicate Construction Company, whose offices are at 74 Broadway. He has an income of $50,000 a year, and a passion for experiments, is a member of the Aeroclube, and his fight was in fulfillment of his declaration that Santos-Dumont No.6 should fly it he had to take her up himself.”.

Huh! Why couldn't Dumont fly his own airship in America? - ...let's continue...

“...It was an important race.

...

The flight was a surprise; Boyce began without any warning, Mr. Stevens saw his companion in the air and was unwilling to allow the honor of the first airship ride in America to go to his rival, so within twenty minutes, after Mr. Boyce was in the air, he took his out of the shed in Brighton Beach and shot it up onto the roofs of houses.” Ready Mr. Stevens was also venturing over Manhattan.

The article says that Mr. Boyce landed smoothly in a field, so easily he wouldn't have broken an egg, while Stevens fell into an electric light pole and tangled himself in the wires.

Boyce's flight was a jagged ellipse from Brighton Beach in the northeast to a field in Sheepshead Bay. He circled his starting point and actually went into the wind most of the way.

This same article has been published in newspapers around the world, yet it appears that Mr. Boyce decides to disappear from history for a while.

It is important to note that Pegasus itself, which was not a replica of the number 6, shared extremely similar characteristics with Dumont's airships.

Oh, and we also know that in this beautiful Dreamland shed, number 9 was on display before it went to the Smithsonian - Thankfully, it didn't burn in the great Coney Island fire of 1911.

But the question remains: why has Edward C. Boyce's story been so overlooked in the historical record?

Left, Clement nacelle and engine from La Baladeuse #9 at the Smithsonian, on loan from Edward C. Boyce - right, Leo Stevens' airship nacelle on display in the beautiful Dreamland pavilion..

I have a theory, which perhaps seems a bit conspiratorial – that it was because of his friendship with Santos=Dumont.

Yes, saying that Santos=Dumont's aircraft, Nº 6, (perhaps Nº 8) and Nº 9, bought by Boyce, ended up at the Smithsonian Institution, has a bad political connotation for the history told in America.

Anyway, to mention less conspiratorial reasons, here are other possible reasons:

Lack of Proper Documentation: In an age when historical documentation was not always as comprehensive or detailed, it is possible that records about Boyce were lost or not properly preserved;

Historical inequalities: Historical inequalities, such as gender, racial or social class prejudices, may have influenced the representation and protagonism of certain individuals in historical records;

La Baladeuse Nº 9 de Santos=Dumont, which was purchased by Edward C. Boyce displayed in a beautiful pavilion at Dreamland in Coney Island

Focus on other pioneers: In a competitive field like aviation and the amusement park industry, more prominent names may have received more attention, leaving figures like Boyce in obscurity.

In Search of Historical Truth.

Although the story of Edward C. Boyce remains shrouded in mystery, it is essential to continue the search for information about his life and accomplishments. Research into primary sources such as old newspapers, business documents and personal files can shed light on Boyce's legacy. Also, it's important to question the official story and pursue one.

If any readers know anything else and want to add, please comment - It will be a pleasure to know more about this great man.

The Mystery of Airships Number 6 and Number 8

Para saber se existiu ou não um dirigível número 8, a resposta pode ser encontrada nas evidências e em artigos de jornal.

De acordo com um artigo no The Sketch of London em 4 de junho de 1902, o dirigível N.6 que foi resgatado do acidente na baía de Monte Carlo, Mônaco, em 13 de fevereiro de 1902, foi danificado no Crystal Palace em Londres (provavelmente sabotado), e por lá ficou até 1919 (pelo menos a quilha e o invólucro). Renato Oliveira acredita que o cesto exposto no Le Bourget é o que foi resgatada do mar.

Por outro lado, de acordo com o The Evening Times, em outubro de 1902, o Sr. Boyce voou com ele.

Portanto, é provável que o Sr. Boyce tenha pilotado o N.8 e não o N.6, Santos=Dumont fez uma cópia do N.6 para levar para a América.

O próprio Leo Stevens tinha várias cópias de seu dirigível espalhadas pelo mundo; 2 na Inglaterra 1 nos Estados Unidos e outro na Itália idênticos de 1902 a 1905.

Renato Oliveira afirma que "cronologicamente não havia como o N.6 estar em Londres e Nova York ao mesmo tempo".

The article of The Sektch of London, June 4, 1902, with the picture of the huge shed specially built to house the airship Santos=Dumont N.6, near the Crystal Palace pole, in London

Well, let's wait, soon he will release a book on the subject.

Next, the article of 

The Sektch of London, June 4, 1902

----

The threatening eye with which, according to Shakspere, Fortune looks upon men when she means most good has been almost too much in evidence with M. Santos-Dumont. Air-ship after air-ship has belied its name by sinking unbidden to the earth; on more than one occasion the daring aeronaut has been in imminent peril of his life, and now the public lights which were to have begun this week have of necessity been ostponed indefinitely. Even M. Damont's customary nonchalance must have been sorely tried when, on his return from Paris, it was found that the silken casing of his balloon had been badly left in several places. The scene of the unfortunate accident outrage, as the case may be, was the huge shed specially constructed near the Crystal Palace polo-ground. It had been deemed visable to hold some preliminary experiments before the public trials, the inventor's two French assistants were busily adjusting the chanical portion of the vessel when its owner arrived. All was apparently well then, but while he was at luncheon it was discovered that the silk was torn and quite beyond repair. Detectives and police were, of course, at once summoned to take the matter in hand. The theory was that the damage was malicious, or, at least, mischievous;

-------

read the full article of THE EVENING TIMES, 1º de outubro de 1902:

THE EVENING TIMES, October, 1st  1902

RIVAL AIRSHIPS IN EXCITING RACE THROUGH THE CLOUDS

Santos-Dumont and Stevens Machines High in the Sky Above Sheepshead Bay Interest Racegoers.

American-Built Flyer Guided by Leo Stevens Victorious Over the Brazilian Vessel. Met With Mishaps.

NEW YORK, Oct. 1-America had its first race of airships yesterday.

The contest was between SantosDumont N. 6, the big airship which the Brazilian would not go up in and put go up is and which has been at Brighton Beach all summer, and Pegasus, the rival flyer, that has been stabled at Manhattan, and which has made one or two false starts.

Reception of Satnos=Dumont in the United States on April 19, 1902. Moments of joy alongside Emmanuel Aimé and Samuel Pierpont Langley

Yesterday both navigated the air.

The Santos-Dumont was operated by Edward C. Boyce, a wealthy young man, who la vice president of the Syndicate Construction Company, the offices of which are at No. 74 Broadway. He has an income of $50,000 year, and a passion for experiments, is a member of the Aero Club, and his fight was in fulfillment of his declaration that Santos-Dumont No.6 should fly it he had to take her up himself.

Pegasus was operated by Leo Stevens, an aeronaut, and a candidate for the $200,000 prize which is to be sailed for at the St. Louis Exposition. He has made many ascensions in hot-air balloons near New york.

Both machines flew high and long and well. The Stevens airship crossed the path of the other and went much higher, but as it was a test of divisibility there is some doubt whether the higher flight counts for our against man who made it.

Was an important Race.

From the ground it seemed that the low flight machine was able to turn more easily, and to be more under control than the other, but Mr. Stevens disputes this.

The flight was a surprise; Mr. Boyce started without any announcement, and Mr. Stevens started because the other fellow did and was not going to see the honor of the first voyage of airship voyage in America go to his rival, so within twenty minutes, after Mr. Boyce’s machine bulged from the shed at Brighton Beach and shot above the house tops, Mr. Stevens was also adventuring upward from Manhattan.

Santos=Dumont N.6 (or maybe N.8) airship in a shed of Brighton Beach, NY

Mr. Boyce came down gently in a field, so easily, he says, that he would not have cracked an eggs ball. Mr Stevens came down on a telegraph and electric light pole and got mixed up with the wires, but he was not hurt and his machine was not damaged to amount to anything.

Mr. Boyce’s flight was an irregularity wavy line from Brighton Beach northeast to a field in Sheepshead Bay. He circled his starting point, and really went against the wind most of the way.

Mr. Stevens course was a double ellipse, according to his own statement, ranging form Manhattan north and westto his landing place on the tlegraph pole at the corner of the Sheepshead Bay Road and First Street.

Nearly Broke Up Race.

Both passed almost over the race track, and they were in sight spectators, bookmakers, and jockeys, and even the horses themselves watched nothing else. It was so serious that the Jockeys had to be admonished in the fourth race to mind their start instead of the two big cigars that bung in the air above.

It was 3:45 when Mr. Boyce made his start. He had come down to the Aerodome, which is what they call the barn in which an airship is kept, to his automobile with his wife and two little children. His little boy bewalled the fact that be could not accompany his father, and Mr. Boyce gave the word to let go, calling back directions to his party to meet him in Grimes Fields at Sheepshead Bay.

Santos=Dumont reception in St Louis

The two ropes at the rear of the airships holding it, should have them pulled off when it ascended. But one of them was not pulled by the man that held it. It went up with the balloon and was caught in by the propeller. Those on earth who saw him try to disentangle it, and apparently, he succeeded, for his turn about over the shed was as smooth and steady as a trolley car coming around a curve. Then he sailed away toward the notth, every now and then describing a curve, first to the right, then to the left, and so on until be finally sank in the field for which he was aiming.

Another Airship Ahoy!

Meanwhile over the eastward the other machine had risen and came across the right angle to the course of the other, from the Stevens machine depended on a rope, which, he says, is 1,800 feet long, and which acts like the tail to a kite, steadying the flight. It has its disadvantages, for once it caught, some telegraph wires, and Stevens was prisoner until some lineman cut off a few feet of rope. Hi did his lofty circling, snooping in wide curves three quarters of mile in the air, while Mr. Boyce never got higher than 800 feet.

When Mr. Stevens began to descend his troubles began. He says a crank that controls the spark of his machine worked loose and began to fling out electric flashes so long that the aeronaut feared they would ignite the hydrogen, of which he had 22,000 feet in his gas bag. In reaching for this crank he knocked out a plug that controlled the machinery, and had to think of descending at once. 

His long, trailing rope caught in the electric wires in front of Lundy’s fish market, Sheepshead Bay Road and First Street, and later his anchor, which he cast out, caught in these same wires ad there was a display of electric fire.

Stevens pulled the valves and came down on the electric light react and the wires , and half of the population of that part of the world came out and shouted to him that he would be grilled alive on those wires. He skipped about on the frame of his machine, however, until some lineman got a ladder up to him. 

He freed his ropes, which were eagerly graped by as many of half a thousand volunteer assistants as could take hold, while he conducted the airship over the roofs to a large lot, where the descent was finally made in safety and comfort.

On his second trip to the United States after the Deutsh Prize, in the spring of 1904, Dumont booked a series of engagements and demonstrations, and returned to France on 28 May to make the various preparations until he was thwarted at St. Louis. Louis. On June 12, 1904, Santos=Dumont leaves for his third and last trip to the USA aboard the SAVOIE, upon arriving there he realizes that his airship N.7 had been destroyed (possibly sabotaged). In the photo next to mechanics Chapin and Dozon.

The race was a success from the standpoint of everybody but the trolley people, who are figuring what kind of an injunction will hold against these new birds of the air who mess up their wires with trail ropes and anchors.

Stevens’ anchor was pretty well burned by the electric wires.