Maurice
Guillaux and the miltiary
In the
years before World War I there was considerable early support for military
aviation in France: the country was still resentful of its loss to Germany in
the Franco-Prussian War of 1870 and there was enthusiasm for new military
devices such as the aeroplane so that they could turn the tables on Germany in
the war that most people expected. The Aéronautique
Militaire was created, as a branch of the Army, on 22 October 1910, and in mid-1911
the first military aviation brevets were awarded to army pilots. On 29 March
1912 the Aéronautique Militaire formally
became part of the armed forces.
Guillaux
took up flying in about 1911. There is a report that he had his own aircraft,
in which he gave flying displays, charging one sou – five centimes, for entry
to the display area. But there is no offical record of his flying activities
until he was awarded pilot’s licence no 749 on 19 February 1912.
At the time it was thought that the main military use
for an aeroplane would be for reconnaisance, and the miltiary authorities
wanted proof that a pilot could navigate to a point. He gained his second class
military licence on 9 October 1912 by flying from the Paris suburb of Issy to
his home town Montoire, about 30 km west, returning the next day. He gained the
highest possible military licence in December 1912 with a longer flight, Issy
/Chartres / Orleans / Issy, in a total time of 4 hours 28 minutes including
landings. The distance was about 200 kilometres. This was the only mention of
military flying in his career until he reached Australia. He and his aircraft
(an ‘all metal’ Caudron monoplane) were famous; the picture comes from a
contemporary postcard.
Early in
1914 he left France and by April was in Australia. He gave his first interview
to the Australian press when his ship docked at Fremantle on 3 April and stated
that the French were well ahead of the Germans in developing the miltiary use
of aircraft, and this was indeed true.
Aviation
Historical Society of Australia(NSW)inc
Air Mail Centenary Commemoration Group
Website: www.australiasfirstairmail.com
In his
display at Newcastle, on 25 April 1914, he gave two exhibition flights. The
first was an aerobatic display close to the showground, and in the second he
flew off into the distance about 5 to 7 miles from the showground. This was
explained as a demonstration of the ability of the aircraft to carry out
reconnaisance ‘for naval and military purposes’. On his return he gave another
aerobatic display close to the showground.
The Newcastle Herald regarded this display as ‘a lesson to Australia’. ‘It took
little exercise of the inagination to realise what such a man and such a
machine could do in time of war. The military use of aeroplanes was
demonstrated durlng the Balkan war, andthey are certain to become part of the
permanent equipment of every force in the field’. The article went on to be
very critical of the delay in properly establishing the training facilty at
Point Cook.
This was fairly typical of the sort of incidental comment in
the media that was made as a result of his spectacular and hugely popular
aerobatic exhibitions.
On 8 May the Sydney Herald
published a long interview in which Guillaux made several points. France
had about 400 military aircraft. Monoplane scouts could direct artillery fire
by radio-telegraph, biplanes could be armed with bombs and quick-firing weapons
for ground attacks on soldiers and on such things as bridges. Airships were
vulnerable, but could be used at night. France dominated the supply of aircraft
and engines everywhere except in Germany, where a big build-up was in progress.
Seaplanes (‘hydro-aeroplanes’) were slower than landplanes, but were especially
useful in Australia where there were few landing fields. Aircraft were hard to
shoot down when at high altitude.
This article was widely printed in other newspapers.
On this day he flew Lebbeus
Hordern’s seaplane (left) for the
first time. He took up a Herald correspondent
who noted the vulnerabilty to air attack of the ships below. Another early
passenger was Commander Robins, the governor’s aide-de-camp, who also reported
on the possible military uses of aircraft.
On 13 May Guillaux was a guest at a meeting of the Aerial
League, whose main aim was to secure the establishment of a strong military air
force. He was praised in welcome addresses, but if the League expected strong
support from him they were to be disappointed: he had little English, and all
he said in reply was ‘Thank you’.
On 28 May, he
landed in the grounds of the residence of the Governor-General, in Melbourne;
Canberra was still a long way in the future. The Governor-General, Sir Ronald
Munro Ferguson, Lady Helen Munro Ferguson, the Governor of Victoria, Sir Arthur
Stanley, and his wife were also present. Lady Stanley conversed with Guillaux
in French. The machine was carefully inspected – Lady Stanley calling for a
chair upon which she stood to get a better view of the controls.
Guillaux performed an aerobatic show, and
then returned to his base, the Flemington showground, where he was
congratulated by Lieutenant Harrison, of the Aviation Corps. The following day,
obviously at Harrison’s invitation, Guillaux visited Point Cook, where the
first military flying school in Australia had commenced operations on 1 March
1914. The Argus reports that Guillaux
had no problems in flying to Point Cook, but his mechanic, travelling by car,
became lost and bogged en route. Guillaux gave a flying display and also rode
in one of the Point Cook aircraft over the Point Cook area. Point Cook had two Deperdussin single seater monoplanes (later used only for
training in taxying), one Bristol Boxkite two-seater
with a maximum speed of 40 mph, 62 km/hr (left)
and two BE2a two-seater aircraft (right)
which could reach about 70 mph, 110 km/hr. His Bleriot was far more agile
than these. He congratulated the government on its establishment of the base
and gave his opinion that Point Cook was an excellent site for the purpose. His
praise was very tactful: the aviation community was at the time very resentful
of the government’s decision not to purchase Harry Hawker’s speedy Sopwith
Tabloid aircraft; the official policy was that only slow training machines were
needed in Australia.
After
touring Bendigo, Ballarat and Adelaide, he returned to Melbourne and shortly
after (July 16-18) made his major flight in Australia by carrying Australia’s
first airmail and air freight from Melbourne to Sydney. After this he planned
to return to his usual routine of giving public air displays each Saturday.
However on August 3 he had a bad crash at Ascot racecourse, now part of
Kingsford-Smith airport. He and his machine were both considerably damaged!
Guillaux
recovered from his head injuries, and, contrary to some reports, the Bleriot
was rebuilt and performed at Bathurst on 16 September. There was a new addition
to the show – a demonstration of aerial bombing.
The
time for display flying was over. Guillaux sailed for Europe on 22 October as
an aviator attached to 1 Australian Division.
His
subsequent career is not well documented. Within a few months he was flying
reconnaissance sorties in France.
In
his book Flying Matilda (1957) the
Australian author Norman Ellison gives a detailed account of Guillaux in the
company of Australian airmen in 1917, when he is alleged to have taken five
(named) Australians into the air on a Farman aircraft. The story is undated,
has discrepancies and is not supported by any official source. There are,
however, official details of his work as test pilot during 1916 and 1917.
The aircraft on the left is a
Morane Parasol P two-seater scout monoplane. Maurice is in the front of the
aircraft and his son Bernard in the back. It is undated but must have been
taken in late 1916 or early 1917.
Maurice
was killed in 1917 while test-flying a new aircraft. His funeral was attended
by a who’s who in French aviation at the time, including the Farman brothers,
Georges Guynemer, M Caudron of the Caudron factory, and many French and British
military officers.
He is
recorded as a French-Australian casualty of the war on the honour board in the
French Consulate in Sydney.
On 12-14 July, 2014, an Australian-made, Australian-designed
Jabiru light aircraft, piloted by Owen Zupp will fly from Melbourne to Sydney
as part of the commemorations of his airmail flight. He will carry 1785
postcards, modelled on the originals carried by Guillaux; these may be
purchased from the website www.australiasfirstairmail.com . Email guillauxcentenary@gmail.com to get your name on our email list or to make general
contact.