Horan is born in Partry, County Mayo, on May 5, 1911. Educated at St. Jarlath’s College, Tuam, he trains for the priesthood in St. Patrick’s College, Maynooth. He is ordained in 1936, and his first post is in Glasgow, where he remains for three years. Having served as chaplain on an ocean liner and briefly in Ballyglunin, County Galway, he becomes curate in Tooreen, a small townland close to Ballyhaunis, County Mayo. While there, he organises the construction of a dance hall, which becomes a popular local amenity. He secures financing for the project by collecting £8,000 on a tour of American cities. After also serving in Cloonfad, County Roscommon, he is transferred to Knock in 1963, where he becomes parish priest in 1967. He is troubled by the struggles of daily life and mass emigration in the west of Ireland, and he works to improve the living standards of the local community.
While stationed at Knock, Horan oversees the building of a new church for Knock Shrine, which is dedicated in 1976. The shrine is the stated goal of Pope John Paul II’s visit in 1979. The pope travels to Knock as part of a state visit to Ireland, marking the centenary of the famous Knock apparitions. Horan works with Judy Coyne to organise the papal visit. He is responsible for the refurbishment of the church grounds, along with the construction of a huge church, with a capacity of 15,000. This newly constructed church is given the status of basilica by the pope. The day after the papal visit, Horan begins his campaign to build an international airport in Barnacuige, a small village near Charlestown, County Mayo.
Critics regard the idea of an airport on a “foggy, boggy site” in Mayo as unrealistic, but funding is approved by then TaoiseachCharles Haughey, who performs the official opening in May 1986, five years after work commenced. Although Horan had secured IR£10,000,000 in funding from Haughey, following the Fianna Fáil party’s defeat in the general election of 1982, his funding is cut, with the airport unfinished. He raises the IR£4,000,000 shortfall by holding a “Jumbo Draw.” This large lottery succeeds in raising the required revenue, but only after a painstaking tour of several countries, including Australia and the United States. This takes its toll on the ageing Horan and leads to his death shortly after the completion of the airport. The airport is originally known as Horan International Airport but is now officially referred to as Ireland West Airport Knock.
Horan dies on August 1, 1986, while on a pilgrimage to Lourdes, just a few months after the official opening of the airport. His remains are flown into Knock, the first funeral to fly into the airport he had campaigned for. He is buried in the grounds of the Knock Basilica. His life and work are chronicled in a musical written by Terry Reilly and local broadcaster Tommy Marren, entitled A Wing and a Prayer. It premières in The Royal Theatre in Castlebar, County Mayo, on November 25, 2010.
O’Hare is born in St. Louis, Missouri on March 13, 1914, the son of Edward Joseph O’Hare and Selma Anna (née Lauth). He is of Irish and German descent. When his parents divorce in 1927, he and his sisters, Patricia and Marilyn, stay with their mother in St. Louis while their father moves to Chicago. His father is a lawyer who works closely with Al Capone before turning against him and helping convict Capone of tax evasion.
On Sunday evening, January 11, 1942, as O’Hare and other VF-3 officers eat dinner in the wardroom, the USS Saratoga is damaged by a Japanese torpedo while patrolling southwest of Hawaii. She spends five months in repair on the west coast, so VF-3 squadron transfers to the USS Lexington on January 31.
At 15:42 on February 20, 1942, a jagged vee signal draws the attention of the USS Lexington‘s radar operator. The contact is then lost but reappears at 16:25 forty-seven miles west. O’Hare is one of several pilots launched to intercept nine Japanese Mitsubishi G4M “Betty” bombers from the 4th Kōkūtai‘s 2nd Chutai. His squadmates shoot down eight bombers but he and his wingman, Marion “Duff” Dufilho, are held back in the event of a second attack.
At 16:49, the USS Lexington‘s radar picks up a second formation of “Bettys” from the 4th Kōkūtai’s 1st Chutai, only 12 miles out, on the disengaged side of the task force. With the majority of VF-3 still chasing the 2nd Chutai, only O’Hare and Dufilho are available to intercept.
O’Hare’s initial maneuver is a high-side diving attack from the formation’s starboard side employing deflection shooting. He manages to hit the outside Betty’s right engine and wing fuel tanks. When the stricken aircraft abruptly lurches to starboard, he switches to the next plane up the line. The plane catches fire, but the crew manages to extinguish the flames with a fire-extinguisher. This plane catches up with the group before bomb release.
With two “Bettys” out of formation, O’Hare begins his second firing pass, this time from the port side. His first target is the outside plane. His bullets damage the right engine and left fuel tank, forcing the pilot to dump his bombs and abort his mission. O’Hare then targets another plane which becomes his first definite kill.
As O’Hare begins his third firing pass, again from the port side, the remaining “Bettys” are nearing their bomb release point. He shoots down another plane, leaving the lead plane exposed. His concentrated fire causes the plane’s port engine nacelle to break free from its mountings and fall from the plane. The resulting explosion leaves a gaping hole in the left wing, and the plane falls out of formation.
Shortly afterward, O’Hare makes a fourth firing pass, likely against the plane that had caught fire during his initial pass but runs out of ammunition. Frustrated, he pulls away to allow the ships to fire their anti-aircraft guns. The four surviving bombers drop their ordnance, but all their 250 kg bombs miss. O’Hare believes he has shot down six bombers and damaged a seventh. Captain Frederick C. Sherman later reduces this to five, as four of the reported nine bombers are still overhead when he pulls off.
In fact, O’Hare destroys only three “Bettys.” One of the planes, however, is not yet finished. The command pilot regains enough control to level his damaged plane and attempts to crash it into USS Lexington. He misses and crashes into the water near the carrier at 17:12. Another three “Bettys” are damaged by O’Hare’s attacks. Two safely land at Vunakanau Airfield at 19:50, while the third becomes lost in a storm and eventually ditches at Simpson Harbour at 20:10.
On March 26, O’Hare is greeted at Pearl Harbor by a horde of reporters and radio announcers. Credited with shooting down five bombers, he becomes a flying ace, is selected for promotion to lieutenant commander, and becomes the first naval aviator to receive the Medal of Honor. With PresidentFranklin D. Roosevelt looking on, his wife Rita places the Medal around his neck. After receiving the Medal of Honor, he is described as “modest, inarticulate, humorous, terribly nice and more than a little embarrassed by the whole thing.”
O’Hare receives further decorations later in 1943 for actions in battles near Minamitorishima in August and subsequent missions near Wake Island in October.
O’Hare’s final action takes place on the night of November 26, 1943, while he is leading the U.S. Navy’s first-ever nighttime fighter attack launched from an aircraft carrier. During this encounter with a group of Japanese torpedo bombers, his Grumman F6F Hellcat is shot down. A radio message is sent out, but there is no response. The aircraft is never found. He is declared dead a year later, his widow Rita receiving her husband’s posthumous decorations, a Purple Heart and the Navy Cross on November 26, 1944. On January 27, 1945, the U.S. Navy names a Gearing-class destroyer, USS O’Hare (DD-889), in his honor.
On September 19, 1949, the Chicago-area Orchard Depot Airport is renamed O’Hare International Airport, six years after O’Hare perished. A Grumman F4F Wildcat, in a livery identical to the aircraft flown by O’Hare, is on display in Terminal 2. The display is formally opened on the seventy-fifth anniversary of his Medal of Honor flight.
(Pictured: Lieutenant Edward H. “Butch” O’Hare, USN, circa April-May 1942, official U.S. Navy photograph, now in the collections of the National Archives)
Mannock was born on May 24, 1887, to an English father, Edward Mannock, and an Irish mother, Julia Sullivan. His father serves in the British Army and in 1893, deeply in debt and exasperated with civilian life, he re-enlists, and the family moves to Meerut, India when he is five years old. In his early years, he is sickly and develops several ailments. Soon after arriving in Asia, he contracts malaria, narrowly avoiding death. Upon his return to England, he becomes a fervent supporter of Irish nationalism and the Irish Home Rule movement but becomes a member of the Independent Labour Party (ILP).
In 1914, Mannock is working as a telephone engineer in Turkey. After the Ottoman Empire‘s entry into the war on the side of the Central Powers he is interned. Poorly fed and cared for, his health rapidly declines in prison. Dysentery racks his intestines, and he is confined to a small cell. Turkish authorities repatriate him to Britain believing him to be unfit for war service. He recovers and joins the Royal Engineers (RE) and then the Royal Army Medical Corps (RAMC). He moves services again and in 1916 joins Royal Flying Corps (RFC). After completing his training, he is assigned to No. 40 Squadron RFC. He goes into combat on the Western Front, participating in three separate combat tours. After a slow start he begins to prove himself as an exceptional pilot, scoring his first victory on May 7, 1917.
By February 1918, Mannock has achieved sixteen victories and is appointed a Flight Commander in No. 74 Squadron. He amasses thirty-six more victories from April 12 — June 17, 1918. After returning from leave he is appointed commanding officer of No. 85 Squadron in July 1918, and scores nine more victories that month.
On July 26, Major Mannock offers to help a new arrival, Lt. Donald C. Inglis from New Zealand, obtain his first victory. After shooting down an enemy LVG two-seater behind the German front-line, Mannock is believed to have dived to the crash site to view the wreckage, seemingly breaking one of the unwritten rules of fellow pilots about the hazards of flying low into ground fire. In consequence, while crossing the trenches the fighters are met with a massive volley of ground fire. The engine of his aircraft is hit and immediately catches fire, and shortly thereafter the plane crashes behind German lines. His body is believed to have been found, though this is unproven, about 250 yards (250m) from the wreck of his plane, perhaps thrown, perhaps jumped. The body shows no gunshot wounds although he had vowed to shoot himself if shot down in flames.
The exact cause of Mannock’s death remains uncertain. A year later, after intensive lobbying by Ira Jones and many of his former comrades, he is awarded the Victoria Cross (VC).
Mannock’s name is listed on the Wellingborough War Memorial with the other fallen men from the town and the local Air Training Corps (ATC) unit bears his name – 378 (Mannock) Squadron. Additionally, Mannock Road, a residential street in Wellingborough, is named after him.
On June 24, 1988, a plaque is unveiled at 183 Mill Road, Wellingborough, by top scoring World War II British fighter pilot Air Vice-MarshalJohnnie Johnson. Mannock had lived at that address prior to the war after being befriended by the Eyles family.
Esther Johnson, an Englishwoman known as “Stella” and known to be a close friend of Jonathan Swift, dies on January 28, 1728. Whether or not she and Swift are secretly married, and if so, why the marriage is never made public, is a subject of debate.
Johnson is born in Richmond, Surrey, England, on March 13, 1681, and spends her early years at Moor Park, Farnham, home of Sir William Temple, 1st Baronet. Here, when she is about eight, she meets Swift, who is Temple’s secretary. He takes a friendly interest in her from the beginning and apparently supervises her education.
Johnson’s parentage has been the subject of much speculation. The weight of evidence is that her mother acts as companion to Temple’s widowed sister, Martha, Lady Giffard, and that Johnson, her mother and her sister Anne are regarded as part of the family. Her father is said to have been a merchant who died young. Gossip that she is Temple’s illegitimate daughter seems to rest on nothing more solid than the friendly interest he shows in her. There are similar rumours about his supposed relationship with Swift.
When Swift sees Johnson again in 1696, he considers that she has grown into the “most beautiful, graceful and agreeable young woman in London.” Temple, at his death in 1699, leaves her some property in Ireland, and it is at Swift’s suggestion that she move to Ireland in 1702 to protect her interests, but her long residence there is probably due to a desire to be close to Swift. She generally lives in Swift’s house, though always with female companions like Rebecca Dingley, a cousin of Temple whom she has known since childhood. She becomes extremely popular in Dublin and an intellectual circle grows up around her, although it was said that she finds the company of other women tedious and only enjoys the conversation of men.
In 1704, their mutual friend, the Reverend William Tisdall, tells Swift that he wishes to marry Johnson, much to Swift’s private disgust, although his letter to Tisdall, which outlines his objections to the marriage, is courteous enough, making the practical point that Tisdall is not in a position to support a wife financially. Little is known about this episode, other than Swift’s letter to Tisdall. It is unclear if Tisdall actually proposes to her. If he does, he seems to have been met with a firm rejection, and he marries Eleanor Morgan two years later. He and Swift, after a long estrangement, become friends once more after Johnson’s death.
Johnson’s friendship with Swift becomes fraught after 1707 when he meets Esther Vanhomrigh, daughter of the Dutch-born Lord Mayor of Dublin, Bartholomew Van Homrigh. Swift becomes deeply attached to her and invents for her the name “Vanessa.” She in turn becomes infatuated with him and after his return to Ireland follows him there. The uneasy relationship between the three of them continues until 1723 when Vanessa, who is by now seriously ill from tuberculosis, apparently asks Swift not to see Johnson again. This leads to a violent quarrel between them, and Vanessa, before her death in June 1723, destroys the will she had made in Swift’s favour, leaving her property to two men, George Berkeley and Robert Marshall, who though eminent in their respective callings are almost strangers to her.
Whether Swift and Johnson are married has always been a subject of intense debate. The marriage ceremony is allegedly performed in 1716 by St. George Ashe, Bishop of Clogher, with no witnesses present, and it is said that the parties agree to keep it secret and live apart. Johnson always describes herself as a “spinster” and Swift always refers to himself as unmarried. Rebecca Dingley, who lives with Johnson throughout her years in Ireland, says that Johnson and Swift were never alone together. Those who know the couple best are divided on whether a marriage ever took place. Some, like Mrs. Dingley and Swift’s housekeeper Mrs. Brent laugh at the idea as “absurd.” On the other hand, Thomas Sheridan, one of Swift’s oldest friends, believes that the story of the marriage is true. He reportedly gives Johnson herself as his source. Historians have been unable to reach a definite conclusion on the truth of the matter. Bishop Ashe dies before the story first becomes public, and there are no other witnesses to the supposed marriage.
A collection of Johnson’s witticisms is published by Swift under the titles of “Bon Mots de Stella” as an appendix to some editions of Gulliver’s Travels. A Journal to Stella, a collection of 65 letters from Swift to Johnson, is published posthumously.
In 1722, Martha, Lady Giffard, dies and leaves money to Johnson and Swift’s sister, Mrs. Fenton, who had been her companion in 1711.
Johnson’s health begins to fail in her mid-forties. In 1726, she is thought to be dying and Swift rushes back from London to be with her but finds her better. The following year it becomes clear that she is gravely ill. After sinking slowly for months, she dies on January 28, 1728, and is buried in St. Patrick’s Cathedral, Dublin. Swift is inconsolable at her death and writes The Death of Mrs. Johnson in tribute to her. When Swift dies in October 1745, he is buried beside her at his own request. A ward in St. Patrick’s University Hospital is named “Stella” in her memory.
In the 1994 film Words Upon the Window Pane, based on the play by William Butler Yeats, Johnson is played by Bríd Brennan. The plot turns on a séance in Dublin in the 1920s, where the ghosts of Swift, Johnson and Vanessa appear to resume their ancient quarrel.
Aer Lingus (Irish: Aer Loingeas) is founded by the Irish government as the national airline of the Republic of Ireland on April 15, 1936.
Aer Lingus is founded with a capital of £100,000. Its first chairman is Seán Ó hUadhaigh. Pending legislation for Government investment through a parent company, Aer Lingus is associated with Blackpool and West Coast Air Services which advances the money for the first aircraft and operates with Aer Lingus under the common title “Irish Sea Airways.” Aer Lingus Teoranta is registered as an airline on May 22, 1936. The name Aer Lingus is proposed by Richard F. O’Connor, who is County Cork Surveyor, as well as an aviation enthusiast.
Later that year, the airline acquires its second aircraft, a four-engined biplane de Havilland DH.86 Express named Éire, with a capacity of 14 passengers. This aircraft provides the first air link between Dublin and London by extending the Bristol service to Croydon. At the same time, the DH.84 Dragon is used to inaugurate an Aer Lingus service on the Dublin-Liverpool route.
Aer Lingus is established as the national carrier under the Air Navigation and Transport Act (1936). In 1937, the Irish government creates Aer Rianta, now called Dublin Airport Authority (DAA), a company to assume financial responsibility for the new airline and the entire country’s civil aviation infrastructure. In April 1937, Aer Lingus becomes wholly owned by the Irish government via Aer Rianta.
Aer Lingus is privatised between 2006 and 2015. It is a former member of the Oneworld airline alliance, which it leaves on March 31, 2007.
Ryanair owns over 29% of Aer Lingus stock and the Irish state owns over 25% before being bought out by International Airlines Group (IAG) in 2015. The state had previously held an 85% shareholding until the Government’s decision to float the company on the Dublin and London stock exchanges on October 2, 2006. The principal group companies include Aer Lingus Limited, Aer Lingus Beachey Limited, Aer Lingus (Ireland) Limited and Dirnan Insurance Company Limited, all of which are wholly owned.
On May 26, 2015, after months of negotiations on a possible IAG takeover, the Irish government agrees to sell its stake in Aer Lingus. Ryanair retains a 30% stake in the company which it agrees to sell to IAG on July 10, 2015, for €2.55 per share. In August 2015, Aer Lingus’ shareholders officially accept IAG’s takeover offer. IAG subsequently assumed control of Aer Lingus on September 2, 2015.
After the takeover by IAG, it is expected that Aer Lingus would re-enter Oneworld, however, at a press briefing on November 15, 2017, the airline’s then CEO Stephen Kavanagh states that the airline has “no plans to join Oneworld.” The airline is now a wholly owned subsidiary of IAG.
Soon afterwards Hazell transfers to the Royal Flying Corps. In April and May he is assigned to No. 5 Reserve Squadron, based at Castle Bromwich. He is appointed a flying officer on June 5 and survives a severe crash before completing his training. He eventually joins No. 1 Squadron on the Western Front. Flying Nieuport 17 Scouts, he shoots down 20 enemy aircraft between March and August 1917, being appointed a flight commander with the acting rank of captain on May 25, and is awarded the Military Cross on July 26.
After serving as an instructor at the Central Flying School in 1918, Hazell takes command of “A” Flight, No. 24 Squadron, flying the S.E.5a. On August 22, 1918, he shoots down an observation balloon despite its escort of seven Fokker D.VIIs. The escort is led by German ace Ernst Udet, who attacks and riddles Hazell’s petrol tank, propeller, and two longerons with bullets. In spite of this Hazell fights his way back, eyes full of petrol, and lands safely. Udet thinks he has forced the British pilot to crash and actually claims him as his 60th victory. Hazell finishes the war with 43 confirmed kills, the top British surviving ace of the war (excluding Dominion airmen). He is twice awarded the Distinguished Flying Cross. On June 11, 1927, he returns to the RAF Depot at Uxbridge and is placed on the retired list on July 20, 1927, at his own request.
In 1944, at the age of 52, Hazell becomes the commander of “D” Company, 24th (Tettenhall) Battalion, South Staffordshire Home Guard during the later part of World War II.
Hazell dies in Newport, County Mayo, on September 4, 1946, and is buried at the BurrishooleChurch of Ireland Cemetery there. In 2014 his grave, which had been largely forgotten and neglected, is restored, repaired, and re-dedicated in a ceremony on August 4, 2014, the 100th anniversary of the declaration of World War I
McElroy is born on May 14, 1893, at Donnybrook, County Dublin, to Samuel and Ellen McElroy. He enlists promptly at the start of World War I in August 1914 and is shipped out to France two months later. He is serving as a corporal in the Motor Cyclist Section of the Royal Engineers when he is first commissioned as a second lieutenant on May 9, 1915. While serving in the Royal Irish Regiment he is severely affected by mustard gas and is sent home to recuperate. He is in Dublin in April 1916, during the Easter Rising, and is ordered to help quell the insurrection. He refuses to fire upon his fellow Irishmen and is transferred to a southerly garrison away from home.
On June 1, 1916, McElroy relinquishes his commission in the Royal Irish Regiment when awarded a cadetship at the Royal Military Academy, Woolwich, from which he graduates on February 28, 1917, and is commissioned as a second lieutenant in the Royal Garrison Artillery.
McElroy is promptly seconded to the Royal Flying Corps, being trained as a pilot at the Central Flying School at Upavon Aerodrome and appointed a flying officer on June 28. On July 27 his commission is backdated to February 9, 1916, and he is promoted to lieutenant on August 9. On August 15 he joins No. 40 Squadron RFC, where he benefits from mentoring by Edward “Mick” Mannock. He originally flies a Nieuport 17, but with no success in battle. By the year’s end he is flying Royal Aircraft Factory S.E.5s and claims his first victory on December 28.
An extremely aggressive dogfighter who ignores often overwhelming odds, McElroy’s score soon grows rapidly. He shoots down two German aircraft in January 1918, and by February 18 has run his string up to 11. At this point, he is appointed a flight commander with the temporary rank of captain and transferred to No. 24 Squadron RFC. He continues to steadily accrue victories by ones and twos. By March 26, when he is awarded the Military Cross, he is up to 18 “kills.” On April 1, the Army’s Royal Flying Corps (RFC) and the Royal Naval Air Service (RNAS) are merged to form the Royal Air Force, and his squadron becomes No. 24 Squadron RAF. He is injured in a landing accident on April 7 when he brushes a treetop while landing. By then he has run his score to 27. While he is sidelined with his injury, on April 22, he is awarded a bar to his Military Cross. Following his convalescence, he returns to No. 40 Squadron in June, scoring three times, on June 26, June 28, and June 30. The latter two triumphs are observation balloons and run his tally to 30.
In July, McElroy adds to his score almost daily, a third balloon busting on July 1, followed by one of the most triumphant months in the history of fighter aviation, adding 17 victims during the month. His run of success is threatened on July 20 by a vibrating engine that entails breaking off an attack on a German two-seater and a rough emergency landing that leaves him with scratches and bruises. There is a farewell luncheon that day for his friend Gwilym Hugh “Noisy” Lewis. Their mutual friend “Mick” Mannock pulls McElroy aside to warn him about the hazards of following a German victim down within range of ground fire.
On July 26, “Mick” Mannock is killed by ground fire. Ironically, on that same day, “McIrish” McElroy receives the second Bar to his Military Cross. He is one of only ten airmen to receive the second Bar.
McElroy’s continues apparent disregard for his own safety when flying and fighting can have only one end. On July 31, 1918, he reports destroying a Hannover C for his 47th victory. He then sets out again. He fails to return from this flight and is posted missing. Later it is learned that he had been killed by ground fire. He is 25 years old.
McElroy receives the Distinguished Flying Cross posthumously on August 3, citing his shooting down 35 aeroplanes and three observation balloons. The Bar would arrive still later, on September 21, and would laud his low-level attacks. In summary, he shoots down four enemy aircraft in flames and destroys 23 others, one of which he shares destroyed with other pilots. He drives down 16 enemy aircraft “out of control” and out of the fight. In one of those cases, it is a shared success. He also destroys three balloons.
McElroy is interred in Plot I.C.1 at the Laventie Military Cemetery in La Gorgue, northern France.
Educated at St. Jarlath’s College, Tuam, Horan trains for the priesthood in St. Patrick’s College, Maynooth. He is ordained in 1936, and his first post is in Glasgow, where he remains for three years. Having served as chaplain on an ocean liner and briefly in Ballyglunin, County Galway, he becomes curate in Tooreen, a small townland close to Ballyhaunis, County Mayo. While there, he organises the construction of a dance hall, which becomes a popular local amenity. He secures financing for the project by collecting £8,000 on a tour of American cities. After also serving in Cloonfad, County Roscommon, he is transferred to Knock in 1963, where he becomes parish priest in 1967. He is troubled by the struggles of daily life and mass emigration in the west of Ireland, and he works to improve the living standards of the local community.
While stationed at Knock, Horan oversees the building of a new church for Knock Shrine, which is dedicated in 1976. The shrine is the stated goal of Pope John Paul II’s visit in 1979. The pope travels to Knock as part of a state visit to Ireland, marking the centenary of the famous Knock apparitions. Horan works with Judy Coyne to organise the papal visit. He is responsible for the refurbishment of the church grounds, along with the construction of a huge church, with a capacity of 15,000. This newly constructed church is given the status of basilica by the pope. The day after the papal visit, Horan begins his campaign to build an international airport in Barnacuige, a small village near Charlestown, County Mayo.
Critics regard the idea of an airport on a “foggy, boggy site” in Mayo as unrealistic, but funding is approved by then TaoiseachCharles Haughey, who performs the official opening in May 1986, five years after work commenced. Although Horan had secured IR£10,000,000 in funding from Haughey, following the Fianna Fáil party’s defeat in the general election of 1982, his funding is cut, with the airport unfinished. He raises the IR£4,000,000 shortfall by holding a “Jumbo Draw.” This large lottery succeeds in raising the required revenue, but only after a painstaking tour of several countries, including Australia and the United States. This takes its toll on the ageing Horan and leads to his death shortly after the completion of the airport. The airport is originally known as Horan International Airport but is now officially referred to as Ireland West Airport Knock.
Horan dies on August 1, 1986, while on a pilgrimage to Lourdes, just a few months after the official opening of the airport. His remains are flown into Knock, the first funeral to fly into the airport he had campaigned for. He is buried in the grounds of the Knock Basilica. His life and work are chronicled in a musical written by Terry Reilly and local broadcaster Tommy Marren, entitled A Wing and a Prayer. It premières in The Royal Theatre in Castlebar, County Mayo, on November 25, 2010.
In April 1913 London‘s Daily Mail offers a prize of £10,000 to the aviator who first crosses the Atlantic Ocean in an airplane from any point in the United States, Canada or Newfoundland to any point in Great Britain or Ireland in 72 continuous hours. The competition is suspended with the outbreak of war in 1914 but reopens after Armistice is declared in 1918.
Several teams enter the competition and, when Alcock and Brown arrive in St. John’s, the Handley Page team are in the final stages of testing their aircraft for the flight, but their leader, AdmiralMark Kerr, is determined not to take off until the plane is in perfect condition. The Vickers team quickly assembles their plane and while the Handley Page team are conducting yet another test, the Vickers plane takes off from Lester’s Field.
It is not an easy flight. The overloaded aircraft has difficulty taking off the rough field and barely misses the tops of the trees. At 5:20 PM the wind-driven electrical generator fails, depriving them of radio contact, their intercom and heating. An exhaust pipe bursts shortly afterwards, causing a frightening noise which makes conversation impossible without the failed intercom.
Alcock and Brown also have to contend with thick fog, which prevents Brown from being able to navigate using his sextant. Alcock twice loses control of the aircraft in the fog and nearly crashes into the sea. He also has to deal with a broken trim control that makes the plane become very nose heavy as fuel is consumed. Their electric heating suits fail, making them very cold in the open cockpit.
At 3:00 AM they fly into a large snowstorm. They are drenched by rain, their instruments ice up, and the plane is in danger of icing and becoming unflyable. The carburetors also ice up.
They make landfall in County Galway at 8:40 AM on June 15, 1919, not far from their intended landing place, after less than sixteen hours of flying time. The aircraft is damaged upon arrival because they land on what appears from the air to be a suitable green field, but which turns out to be Derrygilmlagh Bog, near Clifden. This causes the aircraft to nose-over, although neither of the airmen is hurt. Brown says that had the weather been favorable they could have pressed on to London. Their first interview is given to Tom ‘Cork’ Kenny of the Connacht Tribune.
Alcock and Brown are treated as heroes on the completion of their flight. The Secretary of State for Air, Winston Churchill, presents them with the Daily Mail prize. In addition to a share of the Daily Mail award, Alcock receives 2,000 guineas (£2,100) from the State Express Cigarette Company and £1,000 from Laurence R. Philipps for being the first Briton to fly the Atlantic Ocean. Both men are knighted a week later by King George V at Windsor Castle.
(Pictured: Statue of Alcock and Brown formerly located at London Heathrow Airport. Relocated to Clifden, Connemara, County Galway, Ireland to celebrate centenary in 2019.)
An Aer Lingus aeroplane, the St. Kevin, crashes into Moel Siabod, a 2,860-foot mountain in Wales, during a blinding rainstorm on January 10, 1952, and burns out with the loss of all twenty passengers and a crew of three. It is Aer Lingus’s first fatal crash in fifteen years of service. Tragically the only item to survive intact is a child’s doll, belonging to a four-year-old passenger.
The plane is flying en route from LondonNortholt to Dublin leaving at 5:25 p.m. and is due to land at Collinstown at 8:10 p.m. The last message received is a report to the Nevin Radio Station, south of Anglesey, which says that the plane is flying normally. The plane is piloted by Captain J. R. Keohane, from Whitehall, Dublin, with W. A. Newman, from Dundrum, Dublin, as First Officer and Deirdre Sutton as air hostess.
The crash is believed to have occurred within the next half-hour during a gale. The first news of the disaster comes from two people who telephone Caernarvon police at 7:10 p.m. and report that they had heard the sound of an aircraft overhead, then the sound of a crash and saw a big glow in the sky near the mountains. Police and scores of Royal Air Force (RAF) men and soldiers are involved in the tortuous rescue mission in torrential rain.
When the first rescue party has struggled 1,000 feet up the steep slope of the mountain, they find the smouldering debris embedded in the earth. Most of the passengers had been buried in the bog by the impact. By midnight about 100 helpers are directed to the desolate mountain top and they work by torch light to extricate the bodies from the wreckage and the bog.
The cause of the crash is never established, although it is believed that the atrocious weather conditions may have led to mechanical failure.
On a lonely hillside in Snowdonia, Wales, a simple stone commemorates the victims of Ireland’s first air disaster.
(From: “Night 23 killed on a Welsh hillside,” Independent.ie, January 8, 2012)
seamus dubhghaill 