No full-text available
To read the full-text of this research,
you can request a copy directly from the authors.
Aerial Journey from Portugal to East Timor, Macau, India, and Return (1934)
Abstract
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.
... As a result, the great names of Portuguese Aviation after his disappearance would closely follow all the teachings first initiated by Cabral. [37][38][39][40][41][42][43][44][45][46][47]48] These Officers were, therefore, the true Pioneers of Portuguese Aviation. But unfortunately, five of the initial eleven would later lose their lives while flying; Monteiro Torres, Sacadura Cabral, Antonio Caseiro, Salgueiro Valente, and Santos Leite. ...
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.
... [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. [24] The strong echoes of such beautiful moments were still felt for the patriotic sensibility when another valuable initiative was revealed. ...
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.
... Unfortunately, António Lobato took slight advantage of the glory of this trip; a few months after his triumphant return, he would lose his life in the service of Aviation. [3,50,51] Figure 11 illustrates the map with the trajectories followed on this magnificent Journey. ...
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.
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.
The history of the transatlantic flights began in 1919 when Albert C. Read's team flew an NC-4 flight between Newfoundland and Lisbon, Portugal with a stopover at Azores Islands, for fuel and repairs. The flight was made following a chain of 70 US warships in order to guide it along its route and provide assistance if needed. On 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. Gago Coutinho and Sacadura Cabral crossed the South Atlantic Ocean by air in 1922, using only internal means of navigation: a modified sextant and a course corrector. For the first time in the aviation history a transatlantic flight was accomplished using exclusively astronomical and estimated navigation processes. Both devices proved its effectiveness. In 2 March 1927 and by following all the knowledge obtained by the First Cross of the South Atlantic, Sarmento de Beires, Jorge Castilho, Duvalle Portugal and Manuel Gouveia started a new mission that became known as the First Aerial South Atlantic Night Cross. 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.
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.
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].
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”.
Gago Coutinho, jointly with another Portuguese aerial navigator, managed to perform
the First Flight from Europe to the South Atlantic in 1922, a Journey exclusively
guided by internal means of navigation. Despite Coutinho being a person with multipurpose
activity on several areas of knowledge, he became known and glorified in
the World in 1922, as an air navigator, a position that he achieved due to an aerial
navigation device that he also had invented. Coutinho developed a new sextant model
that could be used to measure the altitude of a star (when flying overseas) without
the need of the sea horizon. This new device was called precision sextant and was
provided with an artificial horizon line defined with the help of a water bubble. Due
to his knowledge of Navigation, Astronomy, Geography and Mathematics, Coutinho
received from the Portuguese King D. Carlos I, several assignments at Africa and
Asia. Gago Coutinho received several important official medals and prizes, including
the Ph.D. Honoris Causa from the Universities of Lisbon and Oporto and authored
several scientific publications. Coutinho received the distinct position of Admiral of
the Portuguese Navy in 1958 and died in the following year.
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 goes back to 1919, and began with a flight between Newfoundland and Lisbon, and another between Newfoundland and Ireland. Gago Coutinho and Sacadura Cabral crossed the South Atlantic Ocean by air in 1922. This last flight was the first that used only internal means of navigation, and a new instrument that consisted in a type of sextant incorporating two spirit levels to provide an artificial horizon was invented. The flight began with a Fairey hydroplane that did not have enough fuel capacity to make the entire trip so some stops were made along the way. Several problems had to be solved and near the Brazilian coast he aviators were forced to stay some time in the ocean water, having been rescued by a Bristish ship called "Paris City". Finally, the 8,300 km trip was concluded, only with internal means of navigation, after 62 hours of flight using another plane, with a most enthusiastic reception at Rio de Janeiro, and the new artificial horizon sextant had proven itself.
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.
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.
In the present study the origins of the aeronautics engineering education in Portugal are investigated, as well as the relations between the different initiatives that occurred in the beginning of the twentieth century. This paper aims at reporting the most relevant initiatives in Portugal and the actors involved. From 1963 to 1974 the Portuguese Air Force in together with a Portuguese University taught the first Aeronautics Engineering Military Degree at Portugal. In early 1990s two Portuguese Universities and the Portuguese Air Force started their Aerospace/Aeronautics Engineering Degrees teaching. In the 21st Century the Aerospace/Aeronautics Engineering courses at Portugal are connected with the most advanced Engineering Schools in Europe providing skills and competences integrating several disciplines. Copyright © 2012 by the American Institute of Aeronautics and Astronautics, Inc.
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.
A recent Portuguese postage stamp of interest to philatelists and navigators alike was issued to commemorate the fiftieth anniversary of an adventurous air flight over the Atlantic from Portugal to Brazil by two officers of the Portuguese Navy, Rear-Admiral Cago Coutinho and Commander Sacadura Cabral.
In a valuable memoir published in English as well as in Portuguese by the Club Militar Naval of Lisbon an account of the novel method of navigation adopted by the two aviators is given. In the foreword to the memoir we are told:
‘The use of points of reference through the line of the intended crossing, and the able and skilful modifications of the formulae of nautical astronomy, by which the observer may, before starting, prepare the greater part of his calculations, in this way leaving only another quite material [small] part to be done in the air, are the two original conceptions by which the astronomical navigation, with a sextant, can be done in the air with accuracy and comfort …’
A Viagem Aérea a Timor
- A Brochado
Brochado, A., A Viagem Aérea a Timor, In: Gazeta dos Caminhos de Ferro, Ano XLVIII, Nº 1130, 16 de Janeiro de 1935,
pp. 52, http://hemerotecadigital.cmlisboa.pt/OBRAS/GazetaCF/1935/N1130/N1130_master/GazetaCFN1130.pdf
Os Transportes do Ar, In: Gazeta dos Caminhos de Ferro, Ano LIII
- H Cruz
Cruz, H., Os Transportes do Ar, In: Gazeta dos Caminhos de Ferro, Ano LIII, nº. 1285, Lisboa, 1 de Julho de 1941, pp. 362,
http://hemerotecadigital.cm-lisboa.pt/OBRAS/GazetaCF/1941/N1285/N1285_master/GazetaCFN1285.pdf
Aviação: Morte do Mecânico António Lobato, In: Gazeta dos Caminhos de Ferro, Ano XLVIII, N” 1140
- A Brochado
Brochado, A., Aviação: Morte do Mecânico António Lobato, In: Gazeta dos Caminhos de Ferro, Ano XLVIII, Nº 1140, 16 de
Junho de 1935, pp. 276,
http://hemerotecadigital.cmlisboa.pt/OBRAS/GazetaCF/1935/N1140/N1140_master/GazetaCFN1140.pdf
Homem e Aviador, Edição do Autor, Printed at Oficinas Bertrand
- P Corrêa
- Sacadura Cabral
Corrêa, P., Sacadura Cabral, Homem e Aviador, Edição do Autor, Printed at Oficinas Bertrand, Lisboa, 1964.
Precursor da Navegação Aérea
- P Corrêa
- Coutinho Gago
Corrêa, P., Gago Coutinho, Precursor da Navegação Aérea, Edição do Centenário 1869-1969, Portucalense Editora, Porto,
1969.
História da Força Aérea Portuguesa
- E P C Cardoso
Cardoso, E. P. C., História da Força Aérea Portuguesa, Volume II, Edição Cromocolor, Lda, Lisboa, Printed in Gratelo, S. A.
R. L., Amadora, 1981.
Relatório da Viagem Aérea Lisboa-Rio de Janeiro
- A S F Cabral
- C V G Coutinho
Cabral, A. S. F., and Coutinho, C. V. G., Relatório da Viagem Aérea Lisboa-Rio de Janeiro, Arquivo Geral da Marinha, Lisboa,
1923.
- R M C Pinto
- Último Grande Aventureiro Gago Coutinho
- Português
Pinto, R. M. C., Gago Coutinho, o Último Grande Aventureiro Português, Eranos Edições e Multimédia, Lda, 2014, Lisboa.
The History of the -Portuguese Aviation; Air Navigation Devices Developed by Portuguese; and the Education and Tutorship of the Aeronautics and Aerospace Engineering at Portugal," 3 EJIL -LAETA Young Researchers Meeting
- J M M Barata
- F M S P Neves
- A R R Silva
Barata, J. M. M., Neves, F. M. S. P., and Silva, A. R. R., "The History of the -Portuguese Aviation; Air Navigation Devices
Developed by Portuguese; and the Education and Tutorship of the Aeronautics and Aerospace Engineering at Portugal," 3 EJIL
-LAETA Young Researchers Meeting, 07/08 May 2015 ADAI, Coimbra, Portugal.
Génese da Força Aérea Portuguesa. Influência do Aero Club de Portugal e da Revista do Ar, Tese de Mestrado em História Militar
- F R Ribeiro
Ribeiro, F. R., Génese da Força Aérea Portuguesa. Influência do Aero Club de Portugal e da Revista do Ar, Tese de Mestrado
em História Militar, 2016, faculdadde Letras da Universidade de Lisboa
A Primeira Travessia Aérea do Atlântico Sul
- M C Júnior
Júnior, M. C., "A Primeira Travessia Aérea do Atlântico Sul," XI Congresso Ibero-Americano de História Aeronáutica e
Espacial, FIDEHAE, Lisbon, 6/10 October 2008, INCAER -Instituto Histórico-Cultural da Aeronáutica.
Estudos da História da Naútica e das Navegações de Alto-Mar, Edições Culturais da Marinha
- J M M Pereira
Pereira, J. M. M., Estudos da História da Naútica e das Navegações de Alto-Mar, Edições Culturais da Marinha, Volume 2,
Clássica, Artes Gráficas SA, Porto, 2013.
100 anos Aeronáutica Militar, Força Aérea Portuguesa em Alverca, Comissão Histórico-Cultural da Força Aérea
- A M Carvalho
Carvalho, A. M., 100 anos Aeronáutica Militar, Força Aérea Portuguesa em Alverca, Comissão Histórico-Cultural da Força
Aérea, ISBN: 978-989-8614-75-9, Impressão Printer Portuguesa, Alverca, 2018.
Circuito do Atlântico Norte -Táboas Meridianas, Tipografia da Cooperativa Militar, Rua Alves Correia
- J N Matta
- Navegação Aérea
Matta, J. N., Navegação Aérea, Circuito do Atlântico Norte -Táboas Meridianas, Tipografia da Cooperativa Militar, Rua
Alves Correia, nº 32, Lisboa, 1921.
National Advisory Committee for Aeronautics, Technical Memorandum nº 132
- A S F Cabral
Cabral, A. S. F., "Coutinho-Cabral Course Corrector," National Advisory Committee for Aeronautics, Technical
Memorandum nº 132, August 1922. http://naca.central.cranfield.ac.uk/reports/1922/naca-tm-132.pdf
Two brave chaps" -O resgate de Sacadura Cabral e GagoCoutinho pelo Comandante Albert Edward Tamlyn
- M M Correia
- Y Araújo
Correia, M. M., Araújo Y., Dois Homens Valentes, "Two brave chaps" -O resgate de Sacadura Cabral e GagoCoutinho
pelo Comandante Albert Edward Tamlyn", 1ª e 2ª Partes, https://www.museudoar.pt/conteudos/galeria/pioneiros/pdf/35a40-dois-valentes-parte-i-e-ii-dr_2387.pdf
Asas que naufragam: De como o avião Argos, ao fim de dezasseis mil quilómetros de vôo, se perdeu ao largo das costas da Clevelândia e do mais que durante a viagem se passou, 1ª Edição
- J S Beires
Beires, J. S., Asas que naufragam: De como o avião Argos, ao fim de dezasseis mil quilómetros de vôo, se perdeu ao largo
das costas da Clevelândia e do mais que durante a viagem se passou, 1ª Edição, Lisboa: Livraria Clássica Editora de A. M.
Teixeira & Cª., (Filhos), 1927.
Pelos Céus do Continente Negro, Lisboa-Guiné-Angola-e volta
- H Cruz
Cruz, H., Pelos Céus do Continente Negro, Lisboa-Guiné-Angola-e volta, com Carlos Eduardo Bleck no Avião "Jorge de
Castilho", 30 de Dezembro de 1930 a 21 de Fevereiro de 1931, Sintra Gráfica, 1931.
Clifford de 1931, foi atribuido aos Aviadores do "raid
- O Gazeta Dos Caminhos De Ferro
- Troféu De Aviação
Gazeta dos Caminhos de Ferro, O Troféu de Aviação, Clifford de 1931, foi atribuido aos Aviadores do "raid" Lisboa-Guiné-Angola-Lisboa, Ano XLV, nº. 1064, Lisboa, 16 de Abril de 1932, pp. 191, http://hemerotecadigital.cmlisboa.pt/OBRAS/GazetaCF/1932/N1064/N1064_master/GazetaCFN1064.pdf
Lisboa: Renascença Gráfica. 6 de Junho de 1935
- Diário De Lisboa
- Disputou-Se Hoje O Ii Rallye Aéreo De Portugal
Diário de Lisboa, Disputou-se hoje o II Rallye Aéreo de Portugal, Ano 15, Nº 4507, Lisboa: Renascença Gráfica. 6 de Junho
de 1935, pp. 7, http://casacomum.org/cc/visualizador?pasta=05760.024.05766#!7, [retrieved 19.09.2020, via Casa
Comum/Fundação Mário Soares].
La Centuria Alata, Con 49 Illustrazioni Fuori Testo e Una Carta
- I Balbo
Balbo, I.,"La Centuria Alata, Con 49 Illustrazioni Fuori Testo e Una Carta", Quarta Edizione, A. Mondadori -Milano, 1934
Italo Balbo and his 1933 Atlantic Cruise
- A Dibiase
DiBiase A., "Italo Balbo and his 1933 Atlantic Cruise", AIAA Science and Technology Forum and Exposition (2022 AIAA
SciTech Forum), 3-7 January 2022, San Diego, CA