Daly’s father, Kevin Daly, was a colonel in the Irish Army, where he was Director of Signals. She is an atheist, while her brother and an uncle are Catholic priests. She studies accountancy at Dublin City University (DCU). She is twice elected president of the DCU Students’ Union and is active in the students’ movement as a campaigner for abortion rights and information. On leaving college she takes a job in the catering section of Aer Lingus on a low wage and becomes SIPTU‘s shop steward at Dublin Airport when the airline is engaged in extensive cost-cutting and outsourcing.
Since 2012, Daly has formed a close political association with Mick Wallace. After Wallace is condemned by left-wing TDs following the revelation his building company had avoided €2.1 million in taxes, she resigns from the Socialist Party in August 2012 in protest and redesignates herself as a United Left Alliance TD, before switching party again in 2015 to her current party, Independents 4 Change.
At the 2019 European Parliament elections, Daly is elected for the Dublin constituency. Since becoming an MEP, she has gained international attention for her foreign policy views, particularly regarding Russia and China, which have been the subject of controversy and criticism.
A report by The Irish Times in April 2022 describes Daly and Wallace’s media profile in China, and discusses how since January 2021, Daly has been featured in more Chinese-language news articles than any other Irish person, while Wallace has the second most Chinese-language news articles. In April 2022, Daly and Wallace initiate defamation proceedings against RTÉ.
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.
Following the outbreak of the Troubles in the late 1960s, the Provisional IRA conducts an armed campaign that seeks to create a united Ireland by ending Northern Ireland‘s status as part of the United Kingdom. As a result of increasing levels of violence in Northern Ireland, internment without trial is introduced there in August 1971, and in the Republic of Ireland the coalition government led by Fine Gael’s Liam Cosgrave is attempting to curb IRA activity. Fine Gael had come to power on a law and order ticket, with a policy of “getting tough on crime.” Suspected IRA members are arrested and accused of IRA membership by a superintendent in the Garda Síochána, a crime under the Offences against the State Acts. They are tried at the juryless Special Criminal Court in Dublin, where the traditional IRA policy of not recognising the court results in a fait accompli as no defence is offered and IRA membership carries a minimum mandatory one-year sentence, resulting in internment in all but name. In September 1973 IRA Chief of Staff Seamus Twomey appears at the Special Criminal Court charged with IRA membership, and states, “I refuse to recognise this British-orientated quisling court.” He is found guilty and receives a five-year sentence. By October 1973 the IRA’s command structure is seriously curbed, with Twomey and other senior republicans J. B. O’Hagan and Kevin Mallon all being held in Mountjoy Prison.
The IRA immediately begins making plans to break Twomey, O’Hagan and Mallon out of the prison. The first attempt involves explosives that had been smuggled into the prison, which are to be used to blow a hole in a door which will give the prisoners access to the exercise yard. From there, they are to scale a rope ladder thrown over the exterior wall by members of the IRA’s Dublin Brigade who are to have a getaway car waiting to complete the escape. The plans when the prisoners cannot gain access to the exercise yard and the rope ladder is spotted, so the IRA begins making new escape plans. The idea of using a helicopter in an escape had been discussed before in a plot to break Gerry Adams out of Long Kesh internment camp but had been ruled out because of faster and more sophisticated British Army helicopters being stationed at a nearby base. The IRA’s GHQ staff approves the plan to break out Twomey, O’Hagan and Mallon, and arrangements are made to obtain a helicopter. A man with an American accent calling himself Mr. Leonard approaches the manager of Irish Helicopters at Dublin Airport, with a view to hiring a helicopter for an aerial photographic shoot in County Laois. After being shown the company’s fleet of helicopters, Leonard arranges to hire a five-seater Alouette II for October 31.
Leonard arrives at Irish Helicopters on October 31 and is introduced to the pilot of the helicopter, Captain Thompson Boyes. Boyes is instructed to fly to a field in Stradbally, in order to pick up Leonard’s photographic equipment. After landing Boyes sees two armed, masked men approaching the helicopter from nearby trees. He is held at gunpoint and told he will not be harmed if he follows instructions. Leonard leaves with one gunman, while the other gunman climbs aboard the helicopter armed with a pistol and an ArmaLite rifle. Boyes is instructed to fly towards Dublin following the path of railway lines and the Royal Canal, and is ordered not to register his flight path with Air Traffic Control. As the helicopter approaches Dublin, Boyes is informed of the escape plan and is instructed to land in the exercise yard at Mountjoy Prison.
In the prison’s exercise yard, the prisoners are watching a football match. Shortly after 3:35 p.m. the helicopter swings in to land in the prison yard, with Kevin Mallon directing the pilot using semaphore. A prison officer on duty initially takes no action as he believes the helicopter contains the Minister for Defence, Paddy Donegan. After prisoners surround the eight prison officers in the yard, fights break out as the officers realise an escape attempt is in progress. As other prisoners restrain the officers, Twomey, Mallon and O’Hagan board the helicopter. As the helicopter takes off, in the confusion one officer shouts, “Close the gates, close the fucking gates.” The helicopter flies north and lands at a disused racecourse in the Baldoyle area of Dublin, where the escapees are met by members of the IRA’s Dublin Brigade. Boyes is released unharmed, and the escapees are transferred to a taxi that had been hijacked earlier and are transported to safe houses.
The escape makes headlines around the world and is an embarrassment for Cosgrave’s government, which is criticised for “incompetence in security matters” by opposition party Fianna Fáil. An emergency debate on security is held in Dáil Éireann on November 1.
The IRA releases a statement on the escape, which reads, “Three republican prisoners were rescued by a special unit from Mountjoy Prison on Wednesday. The operation was a complete success and the men are now safe, despite a massive hunt by Free State forces.” Shortly after the escape Twomey gives an exclusive interview to German magazine Der Spiegel, where the reporter says people throughout Europe are joking about the incident as “the escape of the century.” Irish rebel band the Wolfe Tones writes a song celebrating the escape called “The Helicopter Song,” which is immediately banned by the government yet still tops the Irish Singles Chart after selling twelve thousand copies in a single week.
The escape results in all IRA prisoners being held at Mountjoy Prison and Curragh Camp being transferred to the maximum security Portlaoise Prison. In order to prevent any further escapes the perimeter of the prison is guarded by members of the Irish Army, and wires are erected over the prison yard to prevent any future helicopter escape. Cosgrave states there will be “no hiding place” for the escapees, and a manhunt involving twenty thousand members of the Irish Defence Forces and Garda Síochána ensues.
Mallon is recaptured at a Gaelic Athletic Association dance in a hotel near Portlaoise on December 10, 1973, and imprisoned in Portlaoise Prison. He escapes from there in a mass break-out on August 18, 1974, when nineteen prisoners escape after overpowering guards and using gelignite to blast through the gates. He is recaptured in Foxrock in January 1975 and returned to Portlaoise Prison. O’Hagan is recaptured in Dublin in early 1975, and also imprisoned in Portlaoise Prison. After the end of his original twelve-month sentence, he is immediately arrested and sentenced to a further two years imprisonment for escaping. Twomey evades recapture until December 2, 1977, when he is spotted sitting in a car in Sandycove by members of the Garda’s Special Branch who are investigating an arms shipment after a tip-off from police in Belgium. He drives away after spotting the officers, before being recaptured in the centre of Dublin after a high-speed car chase. He is also imprisoned in Portlaoise Prison until his release in 1982.
In 2021, Brendan Hughes publishes an autobiography Up Like a Bird, an account of the planning and organisation of the escape, co-authored with Doug Dalby.
Tens of thousands of people have to make alternative travel arrangements on March 24, 2017 due to a strike at Bus Éireann over the company’s implementation of cost-reduction measures without union agreement. The bus and coach operator warns that the strike will worsen the company’s financial situation, which it describes as perilous.
Iarnród Éireann, the operator of the national railway network, says some Intercity services are affected by the dispute due to picketing. It says there is significant disruption, with some services cancelled and others curtailed. But Iarnród Éireann says special late-night trains for football fans returning from the Republic of Ireland vs. Wales match will operate to Cork, Limerick and Galway.
The Minister for TransportShane Ross says that he will “categorically” not be intervening during the strike and calls on both sides to get back to the talks. He says an industrial relations dispute is not a matter for the minister and that both parties should go to the Workplace Relations Commission and the Labour Court for talks. He adds that the only reason people are calling on him to intervene is to pay taxpayers’ money and he says he will not be doing that. He says the company needs to reform and that can be done maturely through talks by the two sides.
Dublin Bus services operate as normal. GO-BE, the joint venture company between Bus Éireann and Go-Bus, suspends its services between Cork and Dublin and the Dublin Airport. While it is not meant to be affected by the dispute, it is understood there are issues at its base in Cork and the service is suspended. Aircoach, which has a sizable part of the market for the Cork to Dublin route, contracts ten buses from a private bus operator to meet the additional demand.
The general manager of the Irish Citylink private bus service says the company has increased their departures by 25% on the Dublin to Galway route and other services around the country to meet demands. Irish Citylink usually has 100 daily departures on services that include 14 different towns on the “off motorway route” to Dublin from Galway, but has around 25 additional buses out to meet demands.
The Services, Industrial, Professional and Technical Union (SIPTU) issues a number of steps to its members to assist in ending the strike by Bus Éireann workers. Earlier, a SIPTU official says the blame for the strike must be laid at the door of management and the Minister for Transport Shane Ross.
Divisional Organiser Willie Noone says staff had “no other choice” but to strike in an attempt to protect their livelihoods, but acknowledges that it is unfortunate for commuters. He says that the unions had worked hard to keep staff at work to this point given the anger at company proposals to cut pay.
National Bus and Rail Union General Secretary Dermot O’Leary says disputes such as that at Bus Éireann are solved by discussions sitting around a table behind closed doors and that is where his union would like to be. He acknowledges the strike will exacerbate financial problems at Bus Éireann, but says his members have demanded for many weeks this action be taken in response to what the company has done since January.
Stephen Kent, Chief Commercial Officer with Bus Éireann, apologises to customers for the “highly regrettable” inconvenience caused by the strike. He says the company has run out of time and absolutely needs to implement the cost-cutting measures it has put forward. He adds that the company is doing everything it can to minimise all non-payroll costs and has eliminated all discretionary spending and that the issues at Bus Éireann can only be resolved through discussion with the workforce but they need to deliver work practice changes that will deliver urgently needed savings.
The strike represents a serious escalation of the Bus Éireann row, which could push the company over the edge. It lost €9.4m in 2016 and a further €50,000 a day in January 2017. But each strike day will cost another half a million, which the company insists is unsustainable. Management says that it had to proceed with unilateral implementation of cuts due to the financial crisis, and because unions would not agree to any reductions in take-home pay or unnecessary overtime. However, the unions have accused the company of seeking to introduce so-called yellow-pack terms and conditions in a race to the bottom, to groom the company for privatisation.
The strike affects businesses as well as disrupts the travel plans of 110,000 passengers each day, though not all are stranded. The National Transport Authority reminds passengers that there are alternative private operators on many routes. If Bus Éireann passengers defect to them, they may never return, further damaging revenue at the State-owned company. No further talks are planned as of this date.
Storero is born in Pinasca, Italy on September 26, 1926. He is ordained into the priesthood on June 29, 1949. On November 22, 1969 he is appointed Titular Archbishop of Tigimma and the same day is appointed an Apostolic Delegate. He is appointed Apostolic Nuncio on December 24, 1970 to the Dominican Republic. He serves as Pro-Nuncio to Gabon and Cameroon from 1973. He is the Apostolic Nunciature to India from 1976 to 1981. He also serves as Apostolic Nunciature to Venezuela from 1981. On November 15, 1995 he is appointed the tenth Apostolic Nunciature to Ireland. He remains in that position until his death.
It is reported in the United States in January, 2011, as Nuncio to Ireland in 1997, Storero signed a two-page letter that warns the Irish bishops against implementing a policy “that included ‘mandatory reporting’ of suspected abusers to civil authorities.” The policy, which had been approved by the Irish bishops, put the Irish church in opposition to Storero and the Vatican.
That opposition is not reversed at least until Cardinal Joseph Aloisius Ratzinger (the future Pope Benedict XVI) is put in charge of the Congregation for the Doctrine of the Faith by Pope John Paul II in 2001. At that time the Vatican begins to tip the balance in canon law in favour of the victims. “But has [the Pope] done enough?” asks a report earlier in 2011 on the Irish television network RTÉ. “The Vatican has yet to acknowledge its contribution in creating the problem in the first place … [when] they put the reputation of the Church and the avoidance of scandal over the concerns for the victims [under Storero and before].”
Luciano Storero dies of cancer at Mater Private Hospital in Dublin on October 1, 2000. His remains are removed from the hospital to the St. Mary’s Pro-Cathedral in Dublin where Requiem Mass is celebrated at noon on October 3, 2000, before being transferred to Dublin Airport under Army escort for transport to Italy where he is interred in his home town of Pinasca.
After losing to Joe Frazier in March 1971, Ali goes on something of a world tour, fighting 13 times in six countries before defeating Frazier in a rematch in January 1974.
The promotion is the brainchild of a character from County Kerry named Butty Sugrue, known throughout Ireland as a circus strongman, whose alleged claim to fame is pulling double-decker buses by a rope in his teeth. Dublin journalists laugh at him when he first announces his intentions.
But despite the scepticism, the fight is arranged for July 19, 1972. As soon as he steps off the plane at Dublin Airport, Ali, ever the showman, immediately captures the heart of a nation by announcing that he has Irish roots. In the 1860s, Abe Grady left his native Ennis in County Clare and emigrated to the United States. In Kentucky, he met and married an emancipated slave. A century later Abe Grady’s great grandson Muhammad Ali touches down in Dublin.
In the week leading up to the fight Ali meets people from all walks of life in Dublin. He spends time with celebrities, including actor Peter O’Toole, and playfully spars with director John Huston, whose boxing movie, Fat City, is screened with both Ali and Lewis in attendance.
Ali also meets politicians, including TaoiseachJack Lynch in Leinster House and political activist Bernadette Devlin. The Cork Examiner comments on how popular Ali has proven with politicians in Ireland. “Not since the late President John F. Kennedy was in Dublin in 1963 has a visitor from abroad been given as big a welcome at Leinster House as that accorded to Muhammad Ali.”
Ali is always about so much more than boxing, and that week in Dublin is another case in point, as the fight itself is not a classic. He has a cold and is wary of Lewis, who is a dangerous fighter and a man who had previously served time in prison for manslaughter. Ali who, prior to the bout predicts that his opponent’s chances of victory lay somewhere between “slim and none,” eventually wins with a TKO in the eleventh round.
In 2009, Ali returns to Ireland to visit Ennis in County Clare, the home town of his ancestor Abe Grady, where he is granted the freedom of the town. The huge crowds who come out to meet him are testament to his enduring appeal. But the magic of Muhammad Ali leaves an indelible impact on Ireland after his 1972 visit as the late Budd Schulberg, a legendary boxing writer, said, “Ali was like the Pied Piper. It was really kind of magical. He had enormous influence over there. He was a fellow Irishman.”
(From: “When Ali thrilled Ireland: How ‘the Greatest’ shook up Dublin” by Peter Crutchley, BBC NI Digital & Learning, June 6, 2016)
Manx2 Flight 7100 (NM7100/FLT400C), a scheduled commercial flight from George Best Belfast City Airport in Belfast, Northern Ireland, to Cork Airport in Cork, County Cork, crashes on February 10, 2011 on its third attempt to land at Cork Airport, which is experiencing dense fog at the time. The aircraft is carrying ten passengers and two crew. Six people, including both pilots, perish in the crash. Six passengers survive, four receiving serious injuries, while two are described as walking wounded.
After two aborted landing attempts, the flight crew enters a holding pattern and maintains an altitude of 3,000 feet. During the hold the flight crew requests weather conditions for Waterford Airport which are below minima. The flight crew nominates Shannon Airport as their alternate and requests the latest weather. Again the weather there is below minima. Weather for Dublin Airport is passed on to the flight crew and is also below minima. Cork Approach informs the flight crew about weather conditions at Kerry Airport which are “good” with 10 km visibility. The decision is made to make a third attempt at Cork Airport.
The approach is continued beyond the Outer Marker (OM), the commander takes over operation of the Power Levers. Descent is continued below the Decision Height (DH). A significant reduction in power and significant roll to the left follows, just below 100 feet, a third go-around is called by the commander which the co-pilot acknowledges. Coincident with the application of go-around power by the commander, control of the aircraft is lost. The aircraft rolls rapidly to the right beyond the vertical which brings the right wingtip into contact with the runway surface. The aircraft continues to roll and impacts the runway inverted. The stall warning sounds continuously during the final seven seconds of the Cockpit Voice Recorder (CVR) recording.
At 09:50:34 following both initial impacts the aircraft continues inverted for an additional 207 yards and comes to a rest in soft ground to the right of the runway. During this time the Emergency Locator Transmitter (ELT) begins to sound in the control tower at Cork Airport. Post impact fires ensue in both engines and from fuel leaking from the outboard right fuel tank. The fires are put out by the Airfield Fire Service (AFS) before they reach the fuselage. A witness inside the airport terminal building states that the fog is so thick that the crashed aircraft could not be seen. The Airport Fire Service extinguish both post impact fires within ten minutes of the accident and begin to remove the casualties from the wreckage. The injured are taken to Cork University Hospital for treatment. As a result of the accident, Cork Airport is closed until the evening of February 11 and all flights are diverted.
The final report on the incident is sent to the bereaved families and the six survivors over a week in advance of its official release on January 28, 2014, almost three years after the crash. The report states that the probable cause of the accident is loss of control during an attempted go-around below decision height in instrument meteorological conditions. It notes that there is an inappropriate pairing of flight crews, inadequate command training and checking and inadequate oversight of the chartered operation by the operator and the operator’s state as contributory factors in the accident.
Cash-strapped Aer Lingus auctions its collection of paintings on November 20, 2001. Most money goes on By Merrion Strand by Jack Butler Yeats, an oil-on-canvas, which sells for £290,000.
Aer Lingus, already in difficulties, is left in an even more perilous position by the effects of the September 11 terrorist attacks in the United States. The airline decides to realise some of its assets by selling 25 paintings from the company art collection. Members of the public are given an opportunity to buy part of Aer Lingus well ahead of any possible share flotation. The paintings are handed over to Dublinauctioneer John de Vere White and are offered at the Royal Hibernian Academy Gallagher Gallery on November 20 with the expectation of bringing around £500,000 (€635,000).
Visitors to Dublin Airport or Aer Lingus’s various offices notice very little change as in recent years only two of the paintings are on display, both of them in the chairman’s office. The remainder have been in storage which is one reason why the group are now being sold as part of Aer Lingus’s efforts to raise additional revenue.
One of the pictures removed from the chairman’s office is also both the longest-owned by the organisation and is ultimately the highest earner at auction. Jack Butler Yeats’s By Merrion Strand, which dates from 1929 and shows a woman standing before an expanse of the south Dublin coastline, is acquired by Aer Lingus in 1940, just four years after the company’s founding. According to company lore, it was spotted in London by a member of staff who left a £5 deposit on the painting.
Two paintings by Nathaniel Hone also have reasonably strong pre-sale estimates, Children on the Rocks valued at £25,000-£35,000 and Cattle in a Field at Malahide believed to be worth £10,000-£15,000. Other artists represented in the Aer Lingus collection being sold include Louis Le Brocquy, Patrick Collins, Norah McGuinness, Gerard Dillon and George Campbell.
Five other works in the collection, all acquired by the airline between the 1940s and the 1960s, are bought by the Irish state ahead of the auction.
(Pictured: By Merrion Strand, an oil-on-canvas painting by Jack B. Yeats, dating from the late 1920s)
In 1957 the Government of Ireland agrees in principle to the building of an airport for Cork. After considering many sites in the area, it is agreed that the airport should be built at Ballygarvan. Tenders are invited for the construction of the airport in 1959 at an estimated cost of £1 million. The airport is officially opened on October 16, 1961, following proving flights four days earlier by Aer Lingus and Cambrian Airways. Vincent Fanning is the first manager at the airport. In its first year the airport handles 10,172 passengers – close to the average number of passengers handled each day at the airport in 2007. Throughout the 1960s the airport expands with the arrival of more advanced aircraft and more destinations. The first jet, a British Overseas Airways Corporationde Havilland DH 106 Comet, lands at Cork Airport on March 29, 1964. By 1969 Aer Lingus is operating to London‘s Heathrow Airport, Manchester Airport and Bristol Airport.
In 1975 Aer Rianta, the then state airports authority, undertakes a passenger terminal study aimed at improving the terminal facilities. The findings result in the provision, over the next two years, of new departure and arrival halls, a new check-in area, office complex, information desk, duty office and executive lounge. The new extensions and facilities are opened in 1978.
The 1980s begin with an extension of the main apron. New services to London Gatwick begin, while Aer Lingus’ commuter division starts a new domestic service to Dublin Airport. In 1985 following significant growth, Aer Rianta carries out a survey of the terminal facilities with a view to carrying out a major expansion and development programme. On June 8, 1987, Ryanair commences services at Cork Airport. Phase I of the Terminal Expansion and Development Plan is completed in 1988. The following year the main runway extension of 1,000 feet is opened.
The 1990s begin with the completion of Phase II of the terminal expansion in 1991 and Phase III being completed in 1992 with the plan being brought to completion in 1994.
In 2001 plans are drawn up for the construction of a new terminal building and ancillary capital investment works at an estimated cost of €140 million. Along with the construction of the terminal, roads are upgraded from single to dual carriageway and re-aligned, and a new short term multistorey car park is constructed. The new terminal opens on August 15, 2006. Designed by HOK and Jacobs Engineering Group, the new terminal is the first built in Ireland in the 21st century.
In June 2008, the Irish Aviation Authority completes a new control tower 1 km from the old terminal to the west of the main runway. However, it takes until mid-October 2009 to get all the new systems tested and working. The new control tower officially opens on 20 October 20, 2009.
In 2013, Cork Airport is placed first for overall customer satisfaction in a global survey of passengers carried out by Airports Council International Europe. The survey measures customer satisfaction across eight categories in 61 regional airports worldwide, with Cork Airport scoring highest.
In June 2017, the airport is named as “Best Airport in Europe under 5 million passengers” at the 27th Airports Council International (ACI) Europe General Assembly.
Ireland West Airport, officially known as Ireland West Airport Knock, at Knock, County Mayo, and now named Horan International Airport, is officially opened by TaoiseachCharles Haughey on May 30, 1986. The airport is located 5.6 km (3.5 miles) southwest of Charlestown, County Mayo. The village of Knock is 20 km (12.5 miles) away.
The airport opens on October 25, 1985 with three Aer Lingus charter flights to Rome however the official opening is on May 30, 1986. The site, on a hill in boggy terrain, is thought by many to be unrealistic but the airport is built following a long and controversial campaign by MonsignorJames Horan, the story of which has even spawned a musical.
At the time of construction, the primary motivation is for pilgrims to Knock Shrine. Despite criticisms that the site is too boggy and too foggy, Monsignor Horan delivers an airport within five years, primarily financed by a Government grant of £9.8 million. Monsignor Horan dies shortly after the opening of the airport, and his funeral is held at the then named Horan International Airport. In recent times, Monsignor Horan has been celebrated with a bronze statue erected at the airport.
By 1988, over 100,000 passengers have passed through the airport. In 1995 Aer Lingus commences flights to Birmingham Airport. On June 1, 2003, hundreds of people gather to view an Air Atlanta IcelandicBoeing 747 land with 500 returning pilgrims from Lourdes.
In 2016, 735,869 passengers use the airport, making it the fourth busiest in the Republic of Ireland after Dublin Airport, Cork Airport and Shannon Airport. It is announced in November 2017 that €15 million will be invested in improving and upgrading the airport in 2018 and 2019, to coincide with strong passenger growth. These plans include upgrading of car parks, passenger facilities, the terminal and resurfacing of the runway.
Cash-strapped 
seamus dubhghaill 