French protection: Early French aviation crash and flying helmets, 1927-1950

For paratrooper training purposes large numbers of unmodified Type-11s were used between 1946 and 1950. Here in 1948 members of the Army Airborne School in Pau pose wearing mainly pre-war Type-11s and what are apparently a couple of prototype “M50” training helmets. Some wear post-1943 Polaroid-type rubber and plastic goggles or early European clones. Courtesy of Steve Saunders

The early crash helmets used by aviators were simple hard leather helmets with basic padding. Lusiano Di Lello, an Italian living in Paris, is credited with producing the first motorcycle helmet around 1900. Gamages in London, in partnership with Samuel Cody, produced the first specially designed aviation helmet in 1910, which was again a hard leather helmet with felt padding, but with a very thick external felt and leather detachable buffer. In 1911, Paris department store Roold’s commissioned M. Gouttes to design an aviation crash helmet based on traditional cork sun helmet construction techniques, but using a type of steel wool as padding in the “chamber” of the dome. A similar helmet in Germany by Bavarian, Heinrich Schmidt used a “pneumatic” sponge rubber or felt frame between two cork or fiber shells; and in Britain the Warren Safety Helmet designs were also based on cork helmet construction techniques but with an internal impact absorbing dome of sprung metal strips.

In the U.S. between the late 1900s and WWI, many contemporary football helmets were used by aviators and motorcyclists, with the Reach No. “0” (0 signifying its introduction in 1900) becoming an almost standard motorcycle racing helmet into the 1920s. The Spalding sports equipment company actually started to produce hard leather and thick felt-lined aviation crash helmets during WWI, based on its football helmets. These were adopted by the military, including the Spalding No. 7, a hard-topped cowl type and the simpler No. 12, complete with hanging “dog ear” ear and cheek protectors.

An interesting detail is that sun helmets, whether with a six- or four-panel cover, tended to have a fore-and-aft central seam; the aviation protection helmets had this central seam rotated 45 degrees, so as not to present the forward seam directly to the weather.

Left, Roold’s aviation helmet of 1911 to mid WWI was implicitly based on sun helmet construction techniques. Right, Zinzsner’s 1927-1950 design (early 1930s example shown) has often been said to be a throwback to the Edwardian protection helmets, and as such must have been outdated by WWII; was this so? Courtesy of Steve Saunders

Camille Zinszner introduced his “Balchoc”’ protection helmet in or before 1927 as a commercial item. It was the first of a series of slightly modified versions, which made up the bulk of France’s none-steel military protective helmets through the 1930s and remained in use until at least 1950. This initial version was a heavy duty “pudding basin” (casque bol) design; two lateral quarter hemispheres of tough material with a central seam covered and sealed by a wide strip of leather. The inside of the dome had light padding under a soft leather or cloth lining; some were quilted. Courtesy of Steve Saunders

By the end of WWI aviation crash helmets had gone out of favor and close-fitting soft caps became almost universal. The last commercial advertisement for The Warren Safety Helmet was in 1918 and Roold’s and Schmidt’s helmets did not seem to survive the Great War. The reason for this was that military pilots found substantial crash helmets effected peripheral vision and in open cockpits could cause disconcerting and tiring drag in the slip stream. Also, aircraft, although much faster than pre-war nmodels, were considered safer, with brakes, seatbelts and bucket seats inside a fuselage. Gliding crashes had become less common and a cork crash helmet was seen as not much of a help in the higher-speed impacts.

But most importantly, it was a question of fashion. Crash helmets were seen as “training” helmets, and war-time bravado dictated that experienced pilots forgo overly protective headwear. Soft caps continued mainly as thermal, wind and rain protection and as holders for communication systems and to provide attachment points for oxygen and/or microphone masks.

Similar but simpler hard crash helmets did continue in use post-WWI, mainly in motorcycling, where racing rules dictated their use. Cork “pudding basin” designs remained largely unchanged from late Edwardian times up to the advent of commercial fiberglass helmets in the mid-1950s.

French Aviation Crash Helmets

Even though in the interwar years most nations adopted soft flying caps as standard, France entered WWII with the hard- shelled Airaille flying helmet, a design initiated in or before 1927 by Camille Zinszner, a manufacturer of leather and canvas sporting goods. In period literature it is repeatedly said that this helmet was a throwback to the Edwardian sun helmet-based crash helmets and as such must have been obsolete by WWII. In the English-speaking world information on this helmet is fragmented and limited, but following is a short discussion of Zinszner’s designs.

Post-1930 “Balchoc” versions. Left, a standard form of a 1930s Balchoc, the shell and front buffer has been covered in leather, but still the basic design is of two lateral hemispheres with a 3-4 cm leather strip covering the front to back seam. Ear flaps are simple, covering or uncovering an ear hole. Center, A 1930s Blachoc, with unusual pockets for earpieces. Right, A simple version like that at left, but has larger earflaps and four snap fastener loops on the back neck curtain. Courtesy of Steve Saunders

‘Le Casque “Z”’, introduced in 1933 as a motorcycle helmet. ‘…A new patent… without metal parts … or seams. Fitted with the famous ‘Balchoc’ front equipping l’Aviation Francaise. … the solution to all the critisms’. Right, Zinszner’s willingness to innovate is shown by this 1933 patent, where he acknowledges the unsuitability of steamed leather or cork in the manufacture of crash helmets. He proposes making a rubber helmet. It can be viewed as an early composite form made of alternating layers of rubber soaked linen and dense rubber coatings, built up like a cross-ply tire. Courtesy of Steve Saunders

Origins in the Balchoc

The ideal that the “Balchoc” was aimed at aviators is supported by the fact that the above advertisement appeared mainly in the aviation literature such as “Les Ailes” and “L’Aeronautique” of the late 1920s, and later is referred to as an aviation helmet in 1930s motorcycling magazines. The trade model name Balchoc translates literally to “shock ball” and is reasonably self-explanatory. The Balchoc model name remained the designation of standard Zinzsner commercial aviation helmets until about 1937. Around 1930 the whole shell and front buffer of the Balchoc was encased in a soft leather skin, changing its appearance significantly. The earflaps were frequently modified to accept different earphone rigs and wiring/tubing, there are examples with the Balchoc model name stamp as well as labels with information such as Type and Model numbers, which probably referred to the communications accessories that could be accommodated on that Balchoc version. A 1933 application for a patent shows an advanced throat microphone (lyngraphone or ‘Dermophone’) and earphone rig for this helmet.

During this time the commercial Balchoc was bought in bulk by France’s military for use in several roles where non-ballistic protective helmets were needed, such as aviators, paratroopers, tankers and motorcyclists. Although a commercial item, many of the surviving Balchoc helmets seen today contain military acceptance stamps.

The manufactures of the “Aviorex” parachute (as supplied to the French government), Dreyfus Frères of Clichy, offered a combination of leather clothing, known as “vetements de Cuir Aviocuir”’, for a short time in the early to mid 1930s. The helmet was very similar to, but simpler than, the Balchoc, whether it was a copy, produced under license or a relabeled Zinszner is not known.

An advanced earphone and throat microphone wiring rig designed in 1933 for the Balchoc helmet, called the Nicolle SIF system. It provides internal earphone wiring linked to a throat-microphone via a rear metal ring, which is quickly detachable. Inset Fig. 2 & 4 show how the two-piece earphone is clamped to the outer lining of the helmet and when unclamped the earphone with wires can be pulled from between the linings via a square opening at the back. In this patent it is suggested the set-up would be ideal for other applications including tank crews. Courtesy of Steve Saunders

: Left, M. Eugene-Louis Guéneau’s 1922 patent drawings of acoustically insulated radio earphones. Center, Carmille Zinszner’s 1936 patent showing proposed particulars for the general housing of similar earphones, a strap for laryngophones and partially internal wiring-runs on their existing helmet. Right, Guéneau’s 1937 patent showing their earphones on an unmistakable Zinszner helmet, with external wiring and showing how the rear loops guide them. Courtesy of Steve Saunders

The Winds of War and development of the ‘Araille’

In the mid-1930s, with general rearmament ramping up due to developments in Germany, the French military proposed improvements to the helmet design. The leather cover was re-tailored as three more equal-sized interlocking pieces, reducing waste in the manufacturing process and improving weatherproofing. Zinszner collaborated with the Guéneau company, which had a long history in aerial telephony, culminating in a complex pocket and flap system. The earflaps were enlarged, as padded contoured cups with three large press studs. These earflaps were primarily acoustic baffles, with the phones actually being held in pockets between the outer and inner linings, accessed by a forward pocket opening immediately behind the earflap’s front seam. It was designed to hold standard modern earphones (usually Ericsson or Elno) or gosport tubes. The rear neck cover had a laced split to allow for adjustment, the lace - attached to a brown button to stop it pulling through, was inserted into a grummet lined eyelet, just behind the earflaps running through the back quarter of the base of the rear neck-curtain forming a drawstring, before emerging at the split to zigzag across it. Four snap-fastened loops were standard — two at the outer base of the shell just above the back of the earflaps to hold the goggle strap and two at the bottom of the neck curtains, near the split to guide the cables or gosport tubes to a rear central position.

All helmets had these features, whether for terrestrial or aerial use. On aviator models, however, there were also fretted sheet metal hooks for an oxygen mask (usually an Ulmer Type 12) attachment, located above the rear of the earflaps. As laryngophones (throat microphones) were to be used, microphone masks were not needed. It seems the helmets were issued without any ear cutouts as the phones were intended to be held in a pocket between the linings. However, when necessary holes were cut in the inner lining and/or outer leather. These are often quite roughly cut, indicating that the holes are usually post-production modifications to the helmet. The large earflaps were primarily intended as acoustic baffles, rather than as phone holders.

Adopted around 1937, the Zinszer/Guéneau helmet model Araille/Araile Type-11. Left, a re-tailoring of the shell cover lead to a wide central section improving weather proofing. This museum example was used by a Free-French pilot in Normandy. Right, from the rear the helmet had a split neck curtain with laces to allow for adjustment and snap fastener loops to route the wiring from the earphones centrally. Courtesy of Steve Saunders

With these improvements, the helmet was officially adopted by the military around 1937 as the “Araille” model and it got the military designation Type-11. The 10-year-old commercial Balchoc model was discontinued as the Zinszner company concentrated on the new Araille contracts. The need for expansion of the armed forces meant the Zinszner and Guéneau companies worked together and both manufactured identical helmets; those produced at Guéneau being called the “Araile” with one “l”.

Unlike some other countries, the French had standardized their non-steel crash helmet. It was used by pilots (its primary design target), airborne troops, tank crews, and some dispatch riders.

The Type-11 was manufactured in large numbers before the fall of France in May 1940. Some were then taken by French airman to safe havens and subsequently used by “Free-French” forces.

An official French military parachute school was opened in 1936 and the first companies became operational in 1937. Here some of the first French paratroopers prepare for an exercise in October 1937. There is a mixture of the commercial pre-1937 Balchoc (or Aviocuir copies) and the new military contracted Araille/Araile Type-11. Courtesy of Steve Saunders

Inside of the cupped earflap, showing the three 1886 patented “Raymond birdcage” snap-fastener buttons and studs used to hold it closed. A coin is inserted to show the entrance to the earphone pocket proper, between the liner and leather outer skin; the flap is actually an acoustic baffle rather than a holder. The helmets were issued without any ear holes. Here, a rough hole has been cut through the outer liner, a half-inch layer of “sorbo” foam rubber and the inner lining. Often, only the inner liner would be cut. The goggle retaining and wiring guide loops can be seen as well as the metal oxygen mask hook. Courtesy of Steve Saunders

Large stocks did, however, remain in France. Germany initially ordered the disbandment of the Armée de l’air, but following the British attack on the Vichy navy, known as “Operation Catapult”, Berlin reluctantly reconsidered its complete disassembly. A limited number of airmen made up the reformed Armée de láir de lármistice, to be used by the Vichy government only outside of France, for the aerial policing of and defense of French colonies. There they continued to use the Type-11 helmet and the now very rare cloth “Guéneau Colonial” model. The Armée de láir de lármistice saw significant action against the Allies in West Africa, North Africa and The Middle East, but was finally dissolved for good when the Germans fully occupied the Vichy areas of France on Dec. 1, 1942 after the commander-in-chief of the Vichy armed forces requested a cease-fire with the Allies in North Africa.

It should be noted that Guéneau also made a tropical flying helmet during this time, called the Guéneau Colonial. It is now very rare. It was quite different from the Type-11, looking more like a period polo helmet, with a six-sector white canvas-covered cork shell, with two grummet lined ventilation holes in each sector — 12 holes in total. The ear-neck curtain and combined chinstrap was a similar cut to the Type-11’s, but made of white canvas instead of leather, having a laced adjustment split in the back with a pair of snap-fastener secured goggle-strap loops. Like a typical sun helmet, it had spacers between the shell and sweatband to form a gap to allow air circulation, and had a small peak to shade the eyes.

A circa 1940 French tank crew. Two crew members wear Type-11s. They probably appreciated the shock-absorbing properties of the helmet as well as the attention given to acoustic baffling in the design. The commander, whose head would frequently be exposed, has the dubious protection of a steel M1935 tank helmet. Courtesy of Steve Saunders

Pre-war and early war pilots in Type-11s. Center, the pilot wears high-quality Cebe 4000 goggles. The pilot on the left wears the common French general purpose M1935 goggles, light weight with plastic lenses, used by all branches of the military. Courtesy of Steve Saunders

The very rare “Guéneau Colonial” flying sun helmet followed the “polo-helmet” style. Construction is a cork shell, with all else in canvas. Plenty of ventilation is provided with square cork spacers between the shell and sweatband and 12 vent holes in the dome. The combined neck-curtains and strap is the same cut as the Type-11s, but made of canvas rather than leather. This example was constructed in July 1939 and possessed a military acceptance stamp. It appeared on French eBay and is the only existing example ever seen by the author. Courtesy of Steve Saunders

A Short Post-War Renascence

After the war the Type-11 was again used by the French military, most notably in unmodified form as a training helmet for paratroopers. General De Gaul had been impressed with the accomplishments of German paratroopers in 1940, and after the war France immediately begin training large numbers of paratroopers for self-defense and the re-occupation and policing of their colonies. These men became a recognized elite, with the term “Parachute Mafia” being coined because of their influence.

For a short period the Type-11 was actually used by active airborne troops in Indochina to make up for shortfalls in front-line equipment, although only in limited numbers.

1950 marked the end of the Type-11 as a paratrooper training helmet. A simpler cloth-covered replacement was introduced that year, officially the M1950 Guéneau, or commercially the Guéneau 202, TAP.

Also in the immediate post-war years, the Arailles/Arailes again became the primary aviator helmet, with many helmets modified to take various allied oxygen/microphone masks. These modified Type-11s gained Type numbers 12 through 15, indicating what oxygen mask system they were meant to take. Unfortunately, the details of these modifications and their designations appear to be undocumented. The only unambiguous post-war type was the Type-15, which had its leather cheeks extended forwards to take rows of press studs for the RAF Type-H O2/mic mask -— as France was at that time equipped with British Vampire jets. The introduction of second-generation jets, incorporating ejector seats, meant the Type-15 was replaced in the early 1950s by truly rigid composite helmets like the Type-29.

A 1939 dated aviators’ Type-11. It has the pre-war high rearward mask hooks, but was probably reused between 1946 and 1950 as a paratrooper training helmet, when an “anti-collision” paint scheme was applied. Courtesy of Steve Saunders

In 1950 a simple, cheap and lightweight dedicated paratrooper training helmet was introduced, replacing the old leather Type-11. Designated by the military as the Model 1950, or Guéneau 202, TAP (Training Airborne Troops), by the manufacturers. Originally a cork shell with a canvas cover in khaki, it was often painted in “anti-collision” colors. Later it was produced by Guéneau, Geno, Gallet and others until 1988 as the Type 202 2nd model. Courtesy of Steve Saunders

Conclusions

The Type-11 was a relic of WWI designs and hence obsolete when used in 1940. So was the late 1930s Type-11 a throwback to Edwardian crash helmets?

No. French aviators had been using soft caps since early in WWI through to the early 1930s. So it was a deliberate decision to upgrade to a resilient shell, rather than continue with soft caps. The decision was based on the increasing speed and agility of aircraft increasing the likelihood of head impacts within the canopy etc (Note, the 1935-1941 RAF Type-B had layers of quilted cotton padding in the crown for the same reason). They chose a typical pudding basin crash helmet of the time, and it was its encapsulation with a leather cover that gave the impression of a bulkier helmet.

Post-war (1946 to early 1950s) aviator Arailles,were mostly pre-war Type-11s modified to accept various Allied oxygen masks; details of these various designations were apparently not well documented. Left, perhaps a Type-14, with solid D mask hooks sewn into the cheeks. Right, the unambiguous Type-15, with extensions to the cheek leather to allow placement of the rows of press studs used to attach the RAF Type-H oxygen masks. This was the last type used and was retired in the early 1950s. Courtesy of Steve Saunders

Was it outdated? A little. The lace adjustment in the nape and the snap fastener earflap closures were perhaps outdate by the late 1930s. However, the early 1930s advanced communication rigs designed for it and the 1937 developments by Zinszner and Gueneau made it at least equivalent to such helmets as the RAF Type-B. In fact, patent drawings show external wiring as well as partial and completely internal wiring, many pre-war dated examples of the latter exist, something the RAF did not have until the second pattern Type-C helmet in 1944. Its close-fitting resilient protective shell was not typical of a late 1930s flying helmet, but it was not a feature that could be called outdated. It can be seen as a positive design feature, an advantage over other nation’s soft caps. If history had been different, it would have easily been converted into a bomber crew “flack helmet” which most nations scrambled to develop during the war. The only possible disadvantage it had compared to the typical soft helmets of the time would have been the storage space it required.

In the mid-1930s, the French had an intensive period of re-armament, including the development of new equipment types. Unlike other counties, The French saw the advantage of standardization and their choice of the Zinszner-derived helmets was perhaps because it was adaptable.

The Type 11 was designed to be a state-of-the-art aviation helmet, but its light resilient shell coupled with mass production meant it could also be used by paratroopers, tank crews and others. So, the French had the Type-11 non-ballistic crash helmet, the M1926 Adrian steel helmet and the M1935/37 tanker, artillery, motorcycle helmet; just three types of protective headwear. A lot of thought and effort was put into its telephony potential during the 1930s, with internal pockets, acoustic baffling foam rubber layers and external padded earflaps etc. This is perhaps ironic as France’s deliberate limited use of radio communication, for fear of messages being intercepted, is usually cited as being a significant factor in its defeat.

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