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Gago Coutinho and the Aircraft Navigation
Abstract
Gago Coutinho was one of the two Portuguese navigators that crossed by air the South Atlantic in the beginning of the 20th century. He developed a new model of sextant that could be used to measure the altitude of a star when flying without the need of the sea horizon. This new instrument was called "precision sextant" and used an artificial horizon line which was defined with the help of a water bubble. Due to his knowledge of Navigation, Astronomy, Geography and Mathematics he received from the Portuguese King D. Carlos I several assignments in Africa and Asia. Gago Coutinho received several important official medals and prizes, including the PhD Honoris Causa from the Universities of Lisbon and Oporto, and authored several scientific publications. He received the distinct position of Admiral of the Portuguese Navy in 1958, and died in the following year.
... Basically, a smoke buoy was dropped with the airplane exactly on the compass bearing; the observer had to keep a constant visual monitoring on the smoke buoy over the ocean, to determine the angle of drift with the aid of the graduation on the wings; than the pilot proceeded to the necessary course corrections. [54] Another great advantage to anyone accustomed to the sea -as the Navy officials that both crewmembers were -was the fact that by simple visual observation on ocean surface in a small height, both cloud perceive very approximately the wind direction and its strength to the nearest 2 to 4 miles. ...
... In 1932 also in Rome, during the I International Congress of Transoceanic Aviators, highest honors were given to the Portuguese crossings of the South Atlantic as well as to their methods and devices of navigation; they were both used by many of the major airlines in the World throughout the 1930's. [54,55] The Portuguese Navy, who had rights to the Precision Sextant development, contracted with the prestigious German firm of C. Plath for production. Coutinho regularly gave to them details for the improvement of the sextant until 1938. ...
... He explained that the principle of Gago Coutinho was present in the Apollo-8 flight: "a sextant used in aeronautics for the first time in the world by the Portuguese genius" was mounted to a telescope and connected to a computer; the final accuracy error was of 0.001 degree 0° 00′ 3.6″. [45,54,55,57] 0 where Coutinho, after more than 900 miles flown over ocean, managed to reach the Saint Peter & Saint Paul Archipelago, a total area of ~13,000 m² and a maximum altitude of 18 meters, and a ~200 meters of visual extension by considering the route followed by the seaplane (and counting with the Earth Rotation movement). ...
The Transatlantic Flights performed at 1919 proved to be a tremendous success; however, aerial navigation over ocean was based on radio equipment. Sextants were very difficult to use, and methods of calculations were quite time-consuming to provide positioning results of an aircraft at great speeds. For these reasons the Aerial Astronavigation was considered unsuitable. 3 years later, two Portuguese airmen managed to perform the First Aerial Crossing of the South Atlantic exclusively achieved by Aerial Astronavigation in an unprecedent route precision achievement; such feat was a milestone in Aviation History, marking the debut of the sextant as a key mean for air navigation: for the first time, sextant, course corrector and methods of calculations proved their effectiveness and value for aerial navigation. Reports of the 1st South Atlantic Air Crossing [Relatórios da 1ª Travessia Aérea do Atlântico Sul] written by Coutinho and Cabral, published in 1922, were included in the International Register of the “Memory of the World” of UNESCO. After July 27, 2011, the reports were considered World Heritage [Património da Humanidade].
... Consequently, all these experiments and studies on the new methods and devices of Aerial Astronavigation were tested in the Lisbon-Funchal with their well-focused minds set on the Lisbon-Rio de Janeiro Cross Attempt. [2,3,[15][16][17][18][19][20][21][22][23][24][25] ...
... For the first time in the history of aviation, the crossing of the South Atlantic had been achieved and using an instrument that enabled the airplane positioning to be determined by astronomic navigation when flying out of sight of land. [15][16][17][18][19][20][21][22][23][24][25][26][27][28][29][30] Despite the journey had lasted 79 days, the flight time was only 62h 26m along 8,383 nautical miles, using 3 different hydroplanes christened: Lusitânia, Pátria, and Santa Cruz. 3. ...
Aviation Pioneers were, directly and indirectly, responsible for the advancement of flight and other accomplishments in aviation. Due to the advances on the aircraft along WWI, the 1920s was a formative decade in the Aviation, with a major request falling on aerial navigation. In 1921 Gago Coutinho improved the internal means of aerial navigation with an unprecedented precision that consequently led some Portuguese pioneers to perform several trans-Atlantic flights tracking very high accuracy routes. Seeking to take advantage of the Astronavigation accuracy for the benefit of the Geostrategic Conjuncture of Commercial and Civil Aviation at Portugal in the Early 20th Century, Sacadura Cabral encourages the Country for the aviation progress and for the creation of an International Portuguese Airline with inter-Atlantic Portugal-Brazil aerial connections. In 1927,
Sarmento de Beires wrote a letter to the President of the Portuguese Republic, explaining all factors of indisputable relevance requesting the attention of the Government in the urgent resolution on Geostrategic Conjuncture of Commercial and Civil Aviation at Portugal. Any positive response from the Portuguese Government to this letter could have
resulted in the anticipation of airmail transport between the two continents and a very different Portuguese Aviation History, carrying unpredictably, incalculable and auspicious consequences for Portugal. The historical records in aviation between Europe and South America disclose a first postal flight service in 1934 (7 years later), and commercial passengers flight after WWII.
... Until his disappearance in November 1924, Cabral showed unparalleled leadership in the History of Portuguese Aviation. [18][19][20][21][22][23][24][25][26][27][28][29][30][31][32][33][34][35][36] His interactions in the aeronautical, political and governmental meanders shaped the aeronautical vision in Portugal. As a result, the great names of Portuguese Aviation after his disappearance would closely follow all the teachings first initiated by Cabral. ...
The Outset of the Portuguese Military Aeronautics dates back to 1912 when Army and Navy aviation began to be constituted. António José de Almeida, a Portuguese republican politician, in the session of the Chamber of Deputies on June 26, proposed a Draft Law [Bill] and a Supportive Report, both aimed at creating Portuguese Military Aviation. Two months later, the War Ministry appointed a Military Aeronautics Commission to study the creation of a Military Aviation School. Months later, the Commission presented an extensive Official Report outlining the fundamental points for creating an Aeronautical School in Portugal, including its location. After further clarifications, the Minister of War presented a proposal approved in the Chamber of Deputies session on April 22, in the Senate on May 7, drafted a week later, under Law Nº. 162, May 14, 1914. The construction work of the Military Aviation School began on April 5, 1915, in Vila Nova da Rainha. According to the Military Aeronautics Commission report, the first Pilot Aviators should be trained abroad; on August 14, 1915, the Army's Order published a competition for Army and Navy Officers to serve in Aviation. After receiving their diplomas, 11 Officers returned to Portugal to form the initial core of instructors at the newly established School of Military Aeronautics. On September 1, 1916, the Government inaugurated the Military Aeronautics Service and the first Military Aviation School. From November 2, 1916, to May 1917, sixteen candidates were admitted to the first Portuguese Course for Military Aviation Pilots. On September 28, 1917, the School incorporated the Naval Aviation Service. As a result of the Escola de Aeronáutica Militar opening, the Portuguese Government issued Decree Nº 2907 of December 20, 1916, creating symbols and identifiers used by the aeronautical troops in their uniforms.
... The International Evaluation Panel classified LAETA with an Overall Quality Grade of Excellent. The AEROG research activities include basic and applied research in Aerodynamics [37][38][39][40][41][42][43][44][45][46][47][48][49][50][51][52], V/STOL [53][54][55][56][57][58][59][60][61][62][63][64][65][66][67][68], Secondary Atomisation , Liquid Rocket Engines [113][114][115][116][117][118][119][120][121][122][123][124], Aerospace Systems Dynamics [125][126][127][128][129][130][131][132], Optimal Control [133][134][135][136][137][138][139][140][141], Satellites and Space Safety [142][143][144][145][146], finally Portuguese Aeronautics History [147][148][149][150][151][152][153][154][155][156][157][158][159][160][161][162]. ...
In 1991/92, the University of Beira Interior (UBI) established Portugal's first permanent and official civilian Aeronautics program, a 5-year Licenciatura Degree in Aeronautics Engineering. In addition, a Doctorate Degree in Aeronautics Engineering was established in 1993/94, and a Master's Degree in Aerospace Systems Engineering in 1999/2000. By 2007/08, a European intergovernmental reform (Bologna Process) was implemented to achieve the European Higher Education Area to allow students, graduates, and specialized staff working in higher education to benefit from mobility and equal access to high-quality higher education without obstacles. The essential bases are mutual recognition of degrees, transparency (readable and comparable degrees organized in a 3-Cycle structure), and European quality assurance cooperation, emphasizing competency development over knowledge transmission. The degree system was made official in Portugal by Decree-Law nº. 74/2006. According to the expressed perspective, the reformulation of Aeronautical Engineering Studies at UBI followed the adoption of formal structures, corresponding to 6 Semesters for Licenciatura (180 ECTS = 1st Cycle); 4 Semesters for Master's (120 ECTS = 2nd Cycle), and 6 Semesters for Doctorate (180 ECTS = 3rd Cycle). After its implementation, the requirements to accomplish the reformulation created significant national difficulties leading to successive adaptations exposed in six amendments to Decree-Law nº. 74/2006. A Master's and Doctorate Degree in Portugal legally requires the support of an R&D Unit with a minimum classification of Very Good or Excellent in an evaluation process carried out by foreign experts, with concepts and procedures recognized by the international scientific community. The Aeronautics and Astronautics Research Center (AEROG) is a member of the Associated Laboratory for Energy, Transport, and Aeronautics (LAETA). LAETA received an Excellent Overall Quality Grade from the International Evaluation Panel.
... Between March 30 and June 17, 1922, Gago Coutinho and Sacadura Cabral performed the most remarkable historic feat of the Portuguese Atlantic competition: the First Transoceanic Flight with Autonomous Aerial Navigation (Lisbon-Rio de Janeiro). [1][2][3][4][5][6][7][8][9][10][11][12][13][14][15][16][17][18] Enthusiastically hailed as heroes, the aeronauts had completed not only the first crossing of the South Atlantic, but for the first time in the history of aviation, they had traveled over the Atlantic Ocean only with the aid of navigation astronomy from the airplane. The brilliant consecration of Coutinho and Cabral was memorable for the sharp projection throughout the world, with the entire press referring to the utmost admiration for Portugal and its Aviation Pioneers [20][21][22][23], entitled to the highest commendations on the Aeronautical Hall of Fame. ...
Between September 5 and October 26, 1928, Capt. Pais Ramos, Lieut. João Esteves, Capt. Oliveira Viegas, and Sarg. Manuel Antonio, in the name of Portugal's prestige, devoted themselves to accomplishing a trailblazing exploratory flight sponsored by the Lisbon Commercial Association to demonstrate the feasibility of establishing commercial aviation interconnection among Portugal and its African territories (Guinea, St. Thomas & Prince, Angola, and Mozambique). In the 1920s, confronted with governmental riots and instabilities arising from the turbulent early years of Portugal's Republic and the accumulated repercussions of WWI, Portugal lacked long-term planning for the Overseas expansion of Commercial Aviation. This Journey, entirely planned and devised by prominent naval officers and aviation pioneers, beyond cohesion among the Portuguese Colonial Nation, also contributed to the strategic recovery of the Country's aviation progress and reinforced the reestablishment, recognition, and affirmation of Portugal as a competing power among other countries. The outcome had a significant impact on Mozambique's aviation applicability and development.
... Both airmen hoped that these events would significantly impact the success of future Portuguese commercial air navigation at the World level. [1][2][3][4][5][6][7][8][9][10][11][12][13][14][15][16][17] Cabral and Coutinho established a significant milestone in World Aviation in 1922 when they completed the First Flight from Europe to the South Atlantic (Lisbon -Rio de Janeiro). On that Journey, they used internal navigational ...
In the 1920s and 1930s, a group of Portuguese Aviation Pioneers added the name of Portugal to the History of Aviation, essentially by performing Aerial Journeys to Portuguese Colonies. East Timor was an outlier until 1934. Thus, Humberto Amaral da Cruz conceived and designed an Aerial Journey from Portugal to East Timor, Macau, India, and return, with the primary purpose to highlight the country's relevance and consolidation as a colonial power as a demonstration of sovereignty over its most distant domains. With the help of a national
public subscription, a government subsidy, and the support of some private entities, he purchases a De Havilland DH. 85 aircraft. Between October 25 and December 21, the pilot, and his mechanic, António Lobato, accomplish their Journey of 42,670 km in 268 hours and
25 minutes. The pilots' reception was apotheotic, with enormous national pride, followed by the feeling of dignity and expansion of the Portuguese Nation. The Journey had a global impact through the massive propaganda effort from distant countries in the Far East and a
vast national influence through the rapprochement and consolidation of the Portuguese colonial empire in the most remote places in the World. Humberto da Cruz demonstrated his skills as a pilot, his skill as an officer, and the strength of his upstanding character. In particular, he praised aviation for developing a new era on earth, arguing that Portugal would have to adopt this form of communication between its overseas territories, Brazil, and the rest of the World.
... The military branch that took the first steps depending on the tradition of each specific country, and in some cases like United Kingdom and Portugal it was the Navy. Also, much scientific knowledge necessary to navigate was at that time an adaptation from the nautical methods to aviation [1] [2]. Training appeared in the first place as a consequence of the World War I and then World War II, and the necessity to prepare a significant number of pilots. ...
Aviation education and training began early in the 20th century just after the first successful powered flight of the Wright brothers. In the present paper, the types of aviation education and training around the world are reviewed. Its developments were distinct in many different countries, and in some cases evolved from the military needs while in others from the dedication of a few enthusiasts. In the 21st century aeronautical and aerospace engineering is taught at the most advanced engineering schools in the world providing skills and competences that integrate advanced disciplines.
... In 1932 also in Rome, in the I International Congress of Transoceanic Aviators highest honors were given at the Portuguese crossings of the South Atlantic and their methods of navigation. It was used by many of the major airlines of the world throughout the 1930's [10]. Figure 8 illustrates a precision sextant of Gago Coutinho (1922). ...
Two Portuguese aerial navigators, Gago Coutinho and Sacadura Cabral, crossed for the first time, from Europe to the South Atlantic in 1922; they developed and used for the first time scientific methods of astronomic navigation when flying out of sight of land: a path corrector and a precision sextant. Both navigation devices were tested during short flights from Lisbon to Madeira Island (1921) and the encouraging results
obtained, allow the navigators to apply them with quite success into an intercontinental flight. The “path corrector” was invented by Sacadura Cabral and Gago Coutinho with the intent to calculate graphically the angle between the longitudinal axis of an airplane and the direction of flight, taking into account the intensity and the direction of the winds. The regular sextant used by the navy could not be applied to aviation due to the difficulty of the definition of the sky-line at a normal flight altitude. Gago Coutinho developed a new model of sextant that could be used to measure the altitude of a star without the need of the sea horizon; this new device
was called “precision sextant” and was improved with an artificial horizon line defined with the help of a water bubble. This device was later improved with an internal illumination system to allow its use during night flights and was used along the First Aerial South Atlantic Night Crossing, in 1927, performed by Portuguese airmen
Sarmento Beires, Jorge Castilho, Duvalle Portugal and Manuel Gouveia. An advanced version of this instrument started to be manufactured in Germany by C. Plath under the name of “System Admiral Gago Coutinho”.
... In 1912 he participated with Gago Coutinho, in the Barotze Mission, in order to delineate the eastern borders of Angola, which was done in more than 800 kilometers (Figure 3). Barotze was part of the policy of occupation of Central Africa, which is symbolized in the called "Mapa Cor de Rosa" (Pink Map), with opposite interests of Portugal and United Kingdom [3]. In this Mission, the work and authority of Sacadura were daily recognized by the British military engineers who were part of this Mission representing the Rhodesia interests in Central Africa [2]. ...
Sacadura Cabral was one of the two Portuguese navigators that crossed by air the South Atlantic in the beginning of the 20th century. From 1901 to 1915 Sacadura was at Mozambique and Angola where he developed geodetic and geographical missions of the greatest importance for Portuguese interest at Africa. With the Great World War requirements as a Navy Officer with 34 years old he decided to serve Portugal at the Aviation. In 1915 he went to France and obtained its pilot license. In 1916 Sacadura returned to Portugal and begun its instructor pilot career. He developed the “path corrector” which he created to compensate the drift caused by wind. In 1922 Sacadura made the First Air cross from Europe to South Atlantic. In 1923 he proposes himself to make an attempt to the First Air Circumnavigation Journey. He developed all its possible efforts to initiate this journey in March of 1924; however some delays had forced him to postpone the journey. Sacadura received important official medals and prizes, including the PhD Honoris Causa from the Universities of Lisbon and Oporto. In 1924 he died before he could carry out its Circumnavigation Air Journey.
... Between 30 March and 17 June 1922, Gago Coutinho and Sacadura Cabral performed the First Aerial Crossing of the South Atlantic. [2][3][4][5][6][7][8][9][10][11] That fact led to amend the initial route destination for this aircraft. While the aircraft was being rebuilt, Brito Pais and Sarmento de Beires had the idea of undertaking a trip to India for historical affinity, later lengthened to Macau (Fig.2). ...
In 1920, Brito Pais and Sarmento de Beires tried an unsuccessful flight attempt from Amadora, Lisbon to Madeira Island aboard the airplane Breguet XIV A2, named “Cavaleiro Negro”. Despite the scarce means of navigation they reach Madeira, which failed to land due to dense fog. On the way back after 8 hours of flight time, they alight at the Atlantic Ocean for lack of fuel and were rescued at about 500 km from Lisbon. In 1922,
Gago Coutinho and Sacadura Cabral conducted the First Aerial Cross of the South Atlantic,
flying from Lisbon to Rio de Janeiro. The Portuguese Aeronautics rejoiced auspicious days
that time, with its aviation pioneers trying consecutively to reach more distant places along
intercontinental flights. In 1923 Gago Coutinho and Sacadura Cabral were contemplating to perform an Around the World Flight. However, Sacadura died in 1924, while piloting an
airplane acquired for the circumnavigation voyage. Also in 1924 the pilots Brito Pais and
Sarmento de Beires idealized the conducting of a trip to Macau as an aspiration for a future
Portuguese Around the World Flight attempt. On 7 April 1924, those pilots departed from
Vila Nova de Milfontes in a Breguet XIV Bn2 airplane, beginning a trip to Macau. On 7 May
an engine failure forced them to crash in India. On 30 May they managed to continue the
Voyage in a De Havilland DH9 aircraft before being forced to end their attempt in 20 June
in flying over Macau. A typhoon hindered their efforts to land and the airplane was crash
landed in Chinese Territory about 800 meters from the Hong Kong Border. On 25 June
1924, they were shuttled back to Macau by boat. Brito Pais, Sarmento de Beires and Manuel Gouveia returned to Portugal, via North America, visiting several Portugueses nuclei at China, Japan, United States and England. They went to Portugal on 9 September, after having flown a total of 16760 kilometers in 117:41h facing often extremely adverse
atmospheric conditions, sandstorms and inaccurate navigation maps.
... In 1912 he participated with Gago Coutinho, in the Barotze Mission, in order to delineate the eastern borders of Angola, which was done in more than 800 kilometers (Figure 3). Barotze was part of the policy of occupation of Central Africa, which is symbolized in the called "Mapa Cor de Rosa" (Pink Map), with opposite interests of Portugal and United Kingdom [3]. In this Mission, the work and authority of Sacadura were daily recognized by the British military engineers who were part of this Mission representing the Rhodesia interests in Central Africa [2]. ...
Sacadura Cabral was one of the two Portuguese navigators that crossed by air the South Atlantic in the beginning of the 20th century. From 1901 to 1915 Sacadura was at Mozambique and Angola where he developed geodetic and geographical missions of the greatest importance for Portuguese interest at Africa. With the Great World War requirements as a Navy Officer with 34 years old he decided to serve Portugal at the Aviation. In 1915 he went to France and obtained its pilot license. In 1916 Sacadura returned to Portugal and begun its instructor pilot career. He developed the “path corrector” which he created to compensate the drift caused by wind. In 1922 Sacadura made the First Air cross from Europe to South Atlantic. In 1923 he proposes himself to make an attempt to the First Air Circumnavigation Journey. He developed all its possible efforts to initiate this journey in March of 1924; however some delays had forced him to postpone the journey. Sacadura received important official medals and prizes, including the PhD Honoris Causa from the Universities of Lisbon and Oporto. In 1924 he died before he could carry out its Circumnavigation Air Journey.
... The military branch that took the first steps depending on the tradition of each specific country, and in some cases like United Kingdom and Portugal it was the Navy. Also many scientific knowledge necessary to navigate was at that time an adaptation from the nautical methods to aviation 1 . Training appeared in first place as a consequence of the World War I and then World War II, and the necessity to prepare a significant number of pilots. ...
Aviation education and training began early in the 20th century just after the rirst successful powered flight of the Wright brothers. In the present paper the aviation education and training around the world is discussed, and some particular points are described and related. Its developments were distinct in many different countries, and in some cases evolved from the military needs while in others from the dedication of enthusiasts. In the 21st century aeronautical engineering is taught at the most advanced engineering schools in the world providing skills and competences integrating several disciplines.
From 1912 to 1938, the Amadora became the central location for several of Portugal's most significant aviation events. After a Kite-Flying Competition (1912), Flying Demonstrations (1913), and the 1st Air Festival in Portugal (1917), in 1919, the village became selected to host the Military Aviation Squadron GEAR - Grupo de Esquadrilhas de Aviação «República.» As WWI ended, Aviation shifted its vision to new dimensions of international civil transport. With their minds set on developing Portuguese Civil Aviation, the GEAR pilots started using military aircraft for civilian flight purposes. Thus, between 1920 and 1936, memorable and significant flights departed from Amadora to the most varied Portuguese territories worldwide; 1) Amadora – Madeira Flight Attempt (1920); 2) First Aerial Raid from Portugal to Macau (1924); 3) Amadora – Guinea (1925); 4) A Trailblazing Flight for Portuguese Overseas Commercial Air Route (1928); 5) Amadora – Portuguese India (1930); 6) Round trip Flight Amadora – Guinea – Angola (1930/31); 7) Aerial Journey from Portugal to East Timor, Macau, India, and Return (1934); and 8) Portuguese Empire Mission Amadora – Angola–Mozambique (1935/36). Furthermore, in 1934 and 1935, Amadora received the two firsts International Air Festivals in Portugal. Finally, after nearly Twenty-Five Years of Portuguese Aviation Events in Amadora, Military Aeronautics ended Amadora's connection to national aviation in 1938, thus dictating the end of the Portuguese Pioneer Flights. Organizational reasons, in addition to the smallness and deficiencies of the dirt runway track, determined the extinction of the Grupo de Aviação de Informação n.º 1 [as the GEAR was renamed], whose personnel and material would be later transferred to Tancos.
Although the Transoceanic Flights had already piqued the state's attention, the airplane's lack of aerial navigation equipment rendered it unsuitable for this new trend in 1919. Three years later, in 1922, Sacadura Cabral and Gago Coutinho conducted a Transoceanic Flight to demonstrate the autonomy and usefulness of the Sextant with an artificial horizon, in combination with novel air navigation instruments, all handled by a simplified short air navigation method. Unfortunately, due to errors induced by the vertical dynamics associated with the aircraft's speed, the sextant was constantly adjusted to the sea horizon rather than the perfect readings of the artificial horizon. This condition required a search for a suitably clear horizon line, forcing the seaplane's altitude to be often lowered. Furthermore, a few
supplementary navigation devices risked their initial autonomous air navigation. Nonetheless, by measuring the size of the wingspan shadow reflected on the ocean's surface, the pilots managed to adjust their expertise to maintain the seaplane on the planned trajectory.
Furthermore, this novel and reliable steering method allowed them to perform trigonometric calculations to estimate their height, which was critical in calculating the aircraft's positioning. Thus, the Journey was recognized as a significant milestone in aviation history, ushering the
use of the sextant as a key means of air navigation and proving the effectiveness of a revolutionary principle of Coutinho's short methods, never before documented on Astronavigation. Along with the First Transoceanic Flight with Autonomous Aerial Navigation, one of the itineraries featured an 11 ½ hour crossing the Atlantic from Cape Verde
to St. Peter and St. Paul Rocks. When it is remembered that they managed to reach this remote and a pretty small destination (a few hundred ft. long and the highest point 60 ft. above the water) after a flight of nearly 900 nautical miles over the Ocean, it exalts the remarkable feat of the airmen.
This article is intended as a summary of a new area of study on the History of the Portuguese Aeronautics and Aerospace and addresses issues such as: the forthcoming of the aircraft at Portugal, its military and civilian use; the scope of early days concerning Portuguese intercontinental flights and their authors; the development of air navigation devices by Portuguese inventors in the 1920s and 30s; the Aeronautics industry and the need to develop expertise in Aeronautical/Aerospace Engineering in Portugal during the centuries XX and XXI.
On 1920, Brito Pais and Sarmento Beires tried an unsuccessful flight attempt from
Amadora, Lisbon to Madeira Island onboard an airplane Breguet XIV A2, named
“Cavaleiro Negro”. Despite the scarce means of navigation both navigators managed
to reach Madeira, which failed to land due to dense fog. On their way back after 8
hours of flight time, they alight at the Atlantic Ocean for lack of fuel and were rescued
at about 500 km from Lisbon. On 1922, Gago Coutinho and Sacadura Cabral
conducted the First Aerial Cross of the South Atlantic, flying from Lisbon to Rio de
Janeiro. The Portuguese Aeronautics rejoiced auspicious days that time, with its aviation
pioneers trying consecutively to reach more distant places along intercontinental
flights. On 1923, Gago Coutinho and Sacadura Cabral were contemplating to
perform an Around the World Flight. However, Sacadura died in 1924, while piloting
an airplane acquired for the circumnavigation voyage. Later on 1924 the pilots
Brito Pais and Sarmento Beires idealized the conducting of an aerial flight from Lisbon
to Macau as an aspiration for a future Portuguese Around the World Flight attempt:
on 7 April 1924, those pilots departed from Vila Nova de Milfontes in a Breguet
XIV Bn2 airplane, starting their Journey to Macau. During a flight stage on 7
May an engine failure forced them to crash the airplane at India; on 30 May, both
pilots managed to continue the Voyage in a De Havilland DH9 aircraft before being
forced to end their attempt in 20 June in flying over Macau. A typhoon hindered
their efforts to land and the airplane was crash landed in Chinese Territory about 800
meters from the Hong Kong Border. On 25 June 1924, they were shuttled back to
Macau by boat. Brito Pais, Sarmento Beires and Manuel Gouveia returned to Portugal,
via North America, visiting several Portugueses nuclei at China, Japan, United
States and England. They went to Portugal on 9 September, after having flown a total
of 16,760 km in 117:41 h facing often extremely adverse atmospheric conditions,
sandstorms and inaccurate navigation maps.
The History of the transatlantic flights goes back to 1919 and began with a flight performed from Newfoundland to Lisbon; two weeks later another flight was performed between Newfoundland and Ireland. On 1922, the Portuguese airmen Gago Coutinho and Sacadura Cabral crossed the South Atlantic Ocean by air in a flight performed exclusively with internal means of navigation: a new instrument that consisted in a type of sextant improved with two spirit levels to provide an artificial horizon and also with the help of a “path corrector”. Despite this journey had lasted 79 days to cross South Atlantic Ocean, their flight time was only 62:26 minutes, and they’ve flown 8,383 nautical miles, using 3 different hydroplanes christened: Lusitânia,
Pátria and Santa Cruz. Despite this journey had lasted 79 days, their flight time was only 62 h 26 m; they’ve flown 8,383 nautical miles using 3 different hydroplanes christened: Lusitânia, Pátria and Santa Cruz. The new artificial horizon sextant had proven itself while flying over the ocean, without external references.
The history of the transatlantic flights began in 1919 when Albert C. Read’s team flew between Newfoundland and Lisbon, with a stopover at Azores, for fuel and repairs. The flight was made following a chain of 60 U.S. warships in order to guide it along its route and to provide assistance if needed. Two weeks later, John Alcock and Sir Arthur Whitten Brown made the first nonstop transatlantic flight from Newfoundland to County Galway, Ireland, covering more than 3000 km in just 16 hours of flight. In 1922, Gago Coutinho and Sacadura Cabral crossed the South Atlantic Ocean by air, for the first time using only internal means of navigation: a modified sextant and a course corrector; both devices proved its effectiveness. The Portuguese Aeronautics rejoiced auspicious days that time, with its aviation pioneers trying consecutively to reach more distant places along intercontinental flights. Several Around-the-World Flight Attempts were made in 1924: United States, England, France, Portugal, Argentina and Italy. However the circumnavigation purpose was only officially confirmed before the general public, when a considerable flying progress was achieved. In 1923, Gago Coutinho and Sacadura Cabral were contemplating to perform an Around the World Flight, a dream pursued also by Sarmento de Beires in 1924 and 1927. In 1927 and by following the knowledge obtained by Coutinho and Cabral, four Portuguese Airmen started an Around the World Flight Attempt in a mission that ended with seaplane sunk at the Ocean; however this mission was renamed after the seaplane loss and became known in the World as the First Aerial South Atlantic Night Crossing. For the first time in history, during the night of 16 to 17 March 1927, a Portuguese crew flew 2595 km over the Atlantic Ocean from Guinea, Africa to Fernando de Noronha Island, Brazil. The flight was made only by astronomical processes navigation resources that proved again to be absolutely feasible and trustworthy, regardless day or night lighting conditions.
The History of the transatlantic flights goes back to 1919 and began with a flight performed from Newfoundland to Lisbon; two weeks later another flight was performed between Newfoundland and Ireland. On 1922, the Portuguese airmen Gago Coutinho and Sacadura Cabral crossed the South Atlantic Ocean by air in a flight performed exclusively with internal means of navigation: a new instrument that consisted in a type of sextant improved with two spirit levels to provide an artificial horizon and also with the help of a “path corrector”. Despite this journey had lasted 79 days to cross South Atlantic Ocean, their flight time was only 62:26 minutes, and they’ve flown 8,383 nautical miles, using 3 different hydroplanes christened: Lusitânia,
Pátria and Santa Cruz. Despite this journey had lasted 79 days, their flight time was only 62 h 26 m; they’ve flown 8,383 nautical miles using 3 different hydroplanes christened: Lusitânia, Pátria and Santa Cruz. The new artificial horizon sextant had proven itself while flying over the ocean, without external references.
Two Portuguese navigators crossed the South Atlantic in the beginning of the 20th century. They developed and used for the first time scientific methods of astronomic navigation when flying out of sight of land. A new model of sextant that could be used to measure the altitude of a star without the need of the sea horizon was developed. Another instrument called "path corrector" was introduced to calculate graphically the drift of an airplane and the direction of flight, taking into account the intensity and the direction of the winds. For the very first time in the history of the aviation the crossing of the South Atlantic had been achieved, and using an instrument that enabled an airplane's position to be precisely determined by astronomic navigation when flying out of sight of land.
Gago Coutinho e Sacadura Cabral
- J O Boléo
Boléo, J. O., "Gago Coutinho e Sacadura Cabral", Lisboa, Sociedade de Geografia, 1972.
10 Some Portuguese Military Honoristic Insignias given to Gago Coutinho: from left to right, the " Grand Cross of the Ordem Militar da Torre, Espada, Valor, Lealdade e Mérito " ; the " Grand Cross of Ordem Militar de Avis " ; " Grand Cross of the Ordem Militar de Cristo " and the
- Fig
Fig. 10 Some Portuguese Military Honoristic Insignias given to Gago Coutinho: from left to right, the " Grand Cross of
the Ordem Militar da Torre, Espada, Valor, Lealdade e Mérito " ; the " Grand Cross of Ordem Militar de Avis " ; " Grand
Cross of the Ordem Militar de Cristo " and the " Grand Cross of the Ordem Militar de Santiago da Espada ".
References
Gago Coutinho Geógrafo
- M Reis
- A Cortesão
Reis, M., Cortesão, A., "Gago Coutinho Geógrafo", Coimbra, Junta de Investigações do Ultramar, 1970, sep. de Memórias
da Academia das Ciências de Lisboa, Tomo XIII, 1969.
Curso de História da Náutica
- L Albuquerque
Albuquerque, L., "Curso de História da Náutica", Lisboa, Alfa, 1989.
- História Da Força Aérea
- Edgar Portuguesa
- Costa Pereira Da
- Edição Cardoso
- Cromocolor
- Lda
- Lisboa
- S A R L Printed In Gratelo
História da Força Aérea Portuguesa, Volume II, 1981, Edgar Pereira da Costa Cardoso, Edição Cromocolor, Lda, Lisboa,
Printed in Gratelo, S.A.R.L. 2700 Amadora
7 http://www.realistas.org/modules/news/article.php?storyid=14
8 http://encarta.msn.com/encyclopedia_761574467/Navigation.html
Gago Coutinho, Precursor da Navegação Aérea
- P Corrêa
Corrêa, P., " Gago Coutinho, Precursor da Navegação Aérea ", Porto, Portucalense Editora, 1969.
Correia, José Pedro Pinheiro.
- M Reis
- A Cortesão
- S A R L Geógrafo
Reis, M., Cortesão, A., " Gago Coutinho Geógrafo ", Coimbra, Junta de Investigações do Ultramar, 1970, sep. de Memórias
da Academia das Ciências de Lisboa, Tomo XIII, 1969.
6 História da Força Aérea Portuguesa, Volume II, 1981, Edgar Pereira da Costa Cardoso, Edição Cromocolor, Lda, Lisboa,
Printed in Gratelo, S.A.R.L. 2700 Amadora
7 http://www.realistas.org/modules/news/article.php?storyid=14
8 http://encarta.msn.com/encyclopedia_761574467/Navigation.html
Fig. 14 Some papermoney tribute to Gago Coutinho: On the left, one of the three bank notes issued in
Mozambique, circulating from 1972 to 1975; On the right, a bank note issued in Portugal, circulating
from 1978 to 1986.
Gago Coutinho, Precursor da Navegação Aérea
- P Corrêa
- José Pedro Correia
- Pinheiro
Corrêa, P., "Gago Coutinho, Precursor da Navegação Aérea", Porto, Portucalense Editora, 1969.
Correia, José Pedro Pinheiro.
OAlmiranteGagoCoutinho
- Lemoss
- C Oliveira
CursodeHistóriadaNáutica
- L Albuquerque
GagoCoutinhoeSacaduraCabral
- J O Boléo