Air Corps History
Early Years
With the signing of the Anglo Irish treaty in December 1921, an Irish aviation department was set up at Beggars Bush barracks in Dublin. It was, however, in November 1921 that the first aircraft for the new air service was purchased by T.W. McSweeney and C.F. Russell both IRA volunteers in England, and former RAF pilots. This aircraft was a Martinsyde type A, mark II five seater and was required to permit General Michael Collins a safe passage from London should the treaty talks fail. With a price of 10,000 pounds on Collins head it was imperative that he should be returned to the safety of Ireland. The Treaty was eventually signed and the machine arrived in June 1922 at Baldonnel, the HQ of the new air service, which had been vacated by the British in February and occupied by local forces in April.
The Martinsyde had made its first flight on 24 of November 1921 from Brooklands and held in readiness. Three days after the Treaty was signed on 26 of December, it was delivered to Croydon and stored. The two Irish men returned home and joined the new Free State air services. Both were appointed Major Generals with McSweeney appointed to head the service and become Director of Military Aviation. Russell was appointed as second in command and Director of Civil Aviation.
The Martinsyde was dismantled at Croydon, crated and sent to Ireland, arriving at Baldonnel on the 26th June 1922 and has the distinction of being the first aircraft to arrive for the new service. It was not until July 4th that the first airworthy aircraft arrived. This was a Bristol fighter F2B No.2 and was flown from Shotwich. It was followed the next day by F2B No.1, when Russell took off at 3 o‘clock from Collinstown and flew to Baldonnel. This was shortly after Major General Emmett Dalton took charge of the aircraft on behalf of the Provisional Government from the Irish flight, RAF, at Collinstown. By the end of August 1922 the total number of aircraft was 3 Bristol F2B’s, 1 Martinsyde F4 Fighter, an Avro 504k Trainer and a still crated Martinsyde type A mk 2. By the end of October a further 3 Bristol F2b’s, 3 Avro 504K’s and 1 SE 5A Fighter had arrived. No.1 Squadron was formed comprising two flights. ‘A’ Flight took the trainers on charge and ‘B’ Flight was an operational unit.
By the end of 1922 there were fourteen pilots on strength, all with RFC/RAF qualifications and experience, with a total of thirteen aircraft and about forty personnel.
No less than six Bristol F2B Fighter were on the books. This aircraft was famous on the Western Front for its ruggedness and reliability.
The Civil War
The small Air Service was active while the Irish Civil War raged and Fermoy a former Royal Air Force (RAF) base, was occupied (for about a year, until the cessation of hostilities). In December 1922 Lt Delemere moved to Tralee were a small base was established with Bristol fighter to be joined later by a DH.9 More aircraft arrived, including the popular Bristol Fighter, and five young army officers were persuaded to transfer to duties in the Air Corps. Among them was Lt Dan McKeown and Arthur Russell a brother of Charles. During this period the aircraft were used in a variety of roles including recon nascence, strafing, ground support and enemy harassment etc.
The Bremen
The early years of aviation in Ireland was dominated by one achievement which was to bring great honour and a wonderful sense of pride to the Air Corps and the newly emerged country and is still remembered in this technological age and this was the first successful east west crossing of the Atlantic. Flying from Baldonnel in a Junkers W33 monoplane called ‘The Bremen’ the mixed crew of two Germans and one Irish man made history on April 12, 1928, by putting down on Greenly Island, Newfoundland, after an epic flight of 37 hours. This achievement earned immediate promotion for the Irish crewmember James Fitzmaurice and a Distinguished Flying Cross for all three. This achievement once again established the importance of Ireland as a stepping-stone to the North American continent.
The craft – a Junkers W33 D1167 was a single engine aircraft and without radio flew the trio on this historic flight and secured for Ireland and its people a premier position in the annals of international aviation by its achievement. It was to be another two years before another successful crossing of the Atlantic was achieved when the Southern Cross took from Portmarnock strand. The Air Corps advised and assisted Charles Kingsford Smith in this flight as in subsequent aerial activities at Portmarnock strand and around the country.
The Twenties and Thirties
Delivery of new aircraft got underway in 1925 when six new Bristol fighters were delivered in October/ November. The six aircraft were in a shining new colour scheme representing a departure from wartime camouflage. The following year the First World War 1 type to enter service were four DH.60 Moths- forerunner of the famous Tiger Moth.
1926 was the inauguration year of the first cadet scheme whereby young men where chosen for officer training as a result of nationwide civil service competition. This system, with occasional modifications, has been used successfully over the years. With the end of the Civil War the task of building a peacetime organisation had begun. Fermoy and Tralee were closed. A School of Aeronautics was formed consisting of two training flights, a school headquarters and staff for technical instruction.
In 1928 a Fairey IIIF was delivered to Baldonnel. It was a general-purpose aircraft and had a set of floats supplied but they were never fitted for operations. Three avro 621 aircraft were delivered for training purposes. A singularly unsuccessful type, as its Mongoose engine was considered to be underpowered, it was known to the older pilots as ‘The Cow’ it did however introduce the new training colour scheme of black fuselage and silver wings. Better trainers from the Avro Company followed with the ultimate in the form of the Avro 630 Fighter trainer perhaps one of the most beautiful bi- planes of its time.
The need for a single seat fighter resulted in an order being placed for four Gloster Gladiators which were delivered in March 1938 and where the last biplane fighters to be used by the corps. A further eight were ordered but never supplied.
Boy Apprentice Scheme
To ensure an adequate supply of technicians to keep its aircraft airworthy, the corps started a boy apprentice scheme in 1936. Boys recruited under this scheme where required to serve for nine years in the regular service and three years on the reserve. They started their careers by undergoing two years in the apprentice school, after which they graded as one star technician. During their third year they practiced their trade under supervision in the technical wing. Many boys who began their aviation careers in this way now hold executive positions in civil aviation as well as in industry generally.
Airline Operations
Prior to 1936, Ireland had not operated scheduled airline services, but on 27 May of that year a small De Havilland 84, 5- seater aircraft, took off from Baldonnel at 9.a.m. Its destination was Bristol. This was the start of Aer Lingus operations. Its staff totalled twelve including some who joined the Air Corps in the early days. The company continued to operate from Baldonnel until Dublin airport was opened in 1946.
1937 saw the introduction of twin-engined aircraft for the first time. The first aircraft of this type to be procured was a De Havilland Dragon. It was specially fitted for photographic and target towing missions.
The first Air Corps Anson’s also came into service in this year. The Anson was the first monoplane used by the corps and it was also the first aircraft to go into service with the corps, which incorporated a retractable undercarriage. It was also on these aircraft that the method of displaying the Air Corps emblem in the form of a green and orange Celtic boss was introduced, in all, twelve of these aircraft were purchased between 1937 and 1946. In 1961 one of those purchased in 1945 was still in service.
The War Years
The war clouds over Europe in 1939 made it obvious that the Air Corps would have a vital role in the defence of the country and so this served to increase personnel. After World War II was declared a short service cadet class of eleven pilots was recruited, followed by a larger class of twenty-one the next year. People were more easily pressed in to service than new aircraft, but a few types managed to arrive before the declaration of war, including ten Miles Magisters (one of which has survived and is due to be displayed in the National Museum of Ireland) six Lysander’s, three Walrus Amphibians and a few more Anson’s.
On the 30th August, Rineanna was occupied by a detachment of four Anson’s of the R& MB Squadron and two Walrus of the C.P Squadron, all under the command of Capt. W J. Keane, with the instructions to commence patrols around the south and west coasts. It was not a pleasant posting, as Shannon airport had yet to be built, and conditions were primitive in the initial years. The following day an Anson initiated the first patrol and the first Walrus patrol followed the next day. The occupation continued until May 1945.
Foynes had become a translantic flying boat terminus, and Air Corps officers gave invaluable assistance as air traffic control (ATC) officers; this was the genesis of the civil ATC service.
During the emergency, there is no record of any Air Corps aircraft actually engaging in combat with over flying machines of either side, despite the many thousands of flying hours spent on patrol duties. Very many liberated barrage balloons were, however downed by corps fighters throughout these turbulent years and somewhere between 163 and 200 aircraft crashed or forced landed on Irish soil on or near our shores. In many cases it became the responsibility of the Air Corps technical staff to examine all the wreckage, make safe weapons and explosives and, where possible to salvage the complete airframes, which were usually in very inaccessible areas creating hardship for those involved. Some of these aircraft were handed back to the allies when requested. Six found their way in to the Air Corps including one Lockheed Hudson patrol aircraft, a Fairy Battle and three Hurricanes by this time the fighter squadron had received some Hurricanes and was based at Rineanna but just before the war ended in Europe the squadron moved to Gormanston on the 1 May 1945 with its Mk I and Mk IIc Hurricanes.
In 1943, a radical recruitment decision was made whereby sergeants were trained to flying standard and given the rank of sergeant pilot. A total of thirty-one were presented with wings. Many of these left the Air Corps in 1945/1946 and joined Aer Lingus, where they served with distinction for many years.
Further new equipment arrived that same year in the shape of thirteen Miles Masters, which were employed as advanced trainers. A few more of the famous Hurricane Fighters were pressed into service by this time, and by 1945 a total of twenty of the type had donned the Irish tricolour; they became an immensely popular aircraft with all pilots, having been proven during the 1940 Battle of Britain.
Another illustrious Battle of Britain veteran, the Super Marine Spitfire in its denavasalised Seafire III form, became the replacement for the Hurricane in 1947. A dozen Seafires were ordered, and so popular were they that the training variant, the Spitfire T9 was purchased in 1951. The last T9 served until 1961 and made a return visit to Ireland at the Bray Air Show in 2005.
The Fifties
In 1949, the Air Corps found it necessary to augment its recruitment by enlisting classes of direct entrants. Recruits under this scheme underwent an eight-month initial course, which consisted almost entirely of practical work carried out under supervision. Their term of engagement was six years regular service and six years on the reserve.
Later in 1951 a change in the system of recruitment of pilots was made. Hitherto, pilots had been recruited from regular army officers, except during the war when three short service classes were trained. It was decided then to revive the short service officer’s scheme. The original classes were recruited for an initial period of three and half years.
On termination of their regular service these officers were required to serve on the reserve for further period of seven years. In 1960 the initial period of regular service required was increased to a total of five years, which could also be extended in the case of selected officers for a further two years. Facilities existed by which these officers could be absorbed by Aer Lingus at the end of their regular service, provided vacancies existed in that company for commercial airline crew.
Re- equipment in the fifties after the gloomy years was not a priority, but some excellent purchases were permitted. The Miles Magisters, were finally replaced by D.H. Chipmunks, while the Masters were replaced by the radial engine Percival Provost. Meanwhile the elderly Ansons where approaching obsolescence. The first of four D.H. Dove twin engined transports arrived in 1953 and this type served well into the late seventies in the aptly named General-Purpose Flight. One Dove aircraft was added to the fleet in 1959, 1962 and the last (201) in 1970.
The afternoon of July 30, 1956, marked an important milestone in Irish aviation because it was then that the first Irish jet touched down at Baldonnel on the newly laid concrete runways. Three DH Vampire T-55 training aircraft were purchased to replace the Spitfires and the delivery flight from Hatfield, near London took a mere fifty minutes. The Jet age had arrived in Ireland. These were the first Irish jet aircraft to land in Ireland and they were to be followed by three more vampires. The last Vampire to fly V191 was on 3 March 1976.
The new jet could fly higher and faster and the Vampires’ armament of rockets, bombs and four formidable 20mm cannons ensured that training did not remain the only role. Another three jets arrived in 1961 to complete the reequipping of fighter squadron. These six were the only air corps aircraft to be equipped with ejection seats and fortunately this safety measure was used only once. Cadet R. Mac Partland (later an Aer Lingus captain) was forced to join the silkworm club but as legend has it his instructor, Comdt, J. B. O’Connor (later Brigadier General and G.O.C. Air Corps) recovered the vampire to Baldonnel minus canopy and cadet.
The Sixties and Seventies
The 1960s were days of relative tranquillity for the Air Corps with the renaming of Baldonnel as Casement Aerodrome (in honour of the executed Irish patriot, Roger Casement). On 23 February March 1965, his remains were flown from England to Baldonnel on a special Aer Lingus flight, piloted by Air Corps reserve officers. On 2nd March 1965 the aerodrome was re-named Casement Aerodrome, the only major event apart, of course, from the helicopter arrivals. The aerodrome had, however played host to the giant C-130 Hercules and C-124 Globe master transport aircraft of the USAF when the first Irish troops flew out for UN duties in the Congo in mid 1961.
The harsh winter of 1962/3 was the catalyst which prompted the government to purchase helicopters, and three Alouette III aircraft were ordered from Aerospatiale in France. The Alouette III helicopters equipped for air/sea rescue were bought in 1963, and the first two arrived at Baldonnel in November 1963. The third arrived in April 1964. The first SAR mission was carried out on 23rd December 1963 on the Mayo coast, where a search was ordered for the crew of the French trawler ‘Emergence’. The crew were picked up by another trawler as the helicopter arrived on the scene.
The first actual sea rescue was performed on 8th August 1964, when a man and boy were rescued from a drifting boat near the Kish lightship in Dublin Bay. Over a dozen Distinguished Service Medals have been awarded to aircrew members who risked their lives in an effort to save others. In excess of 3,300 citizens have been assisted over the years by the air ambulance services.
The spare capacity of the flying school at Gormanstown was employed in unique fashion between the years 1962 and 1968: Aer Lingus entered a contract with the Air Corps (through the Department of Defence) whereby the airlines cadets would be trained to commercial licence standards in about a year, exclusively using military aircraft and instructors. This scheme resulted in a total of forty-four pilots being trained for the company.
Ireland became a centre for film productions at this time, especially for aviation related projects. Air Corps officers found themselves as flying extras in films such as the Blue Max, My Darling Lily, and the Red Baron with Baldonnel itself hosting several scenes. The fact that its hangers were of genuine World War I vintage was ideal for scenic continuity and a contemporary feel.
The advent of civil disorder in Northern Ireland has played a major part in the expansion of the Air Corps over the last thirty years. Eight new Cessna 172’s were purchased from France in 1972 and were until recently based at Gormanstown, Co, Meath, to perform many missions including patrolling, reconnaissance and escorts.
The inclusion of Ireland in the EEC in the following year meant that frequent travel to continental capitals was essential for senior government members, and led directly to the concept of MATS, the Ministerial Air Transport Service. Aircraft employed for this important task were the Beechcraft Kingair 200 and the HS-125. The Beechcraft Kingair 200 was also employed in the role of maritime patrolling, one for which it was only partly suitable. A dedicated replacement, fully capable of meeting the exacting requirements of this mission was to be eventually met in the 1990s by the appropriation of CASA patrol aircraft.
The Vampires were finally replaced by a half dozen Fouga Magisters in 1975. Within two years of the Fouga’s arrival more training aircraft arrived this time from the Italian aerospace industry. To replace both Chipmunk and Provost trainers, the SIAI Marchetti SF-260 trainer, ten aircraft in all, was ordered and since 1977 the type had been well suited to Irish conditions. These aircraft were retired in 2004.
The decade closed with the Air Corps providing support for the visit of Pope John Paul II. Virtually every aircraft in military use, and every member of the corps, air or ground crew, was employed on many different tasks for the duration.
The Eighties and Nineties
As regards the establishment of the Air Corps, the expansion of 1980 meant new units and many promotional opportunities for commissioned and other ranks. By 1987 the helicopter squadron had been given wing status, and renamed No.3 Support Wing, with a fleet of fifteen helicopters, namely two Aerospatiale SA342 Gazelles, five Aerospatiale SA365Fi Dauphins and eight Aerospatiale SA316B Alouette III aircraft. Consequently No 2 Support Wing at Gormanston was disestablished and the large Air Corps presence began to decrease having recently come to an end.
The SA365F Dauphin helicopters, the first two of which arrived in mid 1986 were comprehensively equipped aircraft and replaced the Alouette III on the SAR duties in August 1987. Two were dedicated to naval operations and could operate from the flight deck of the flagship L.E Eithne in most weather conditions, greatly improving the concept of naval co-operation.
With the events in Northern Ireland during the 1980’s the Air Corps were to play a pivotal role in surveillance with resulting changes in roles and equipment. An additional Cessna FR172K was purchased in 1982 to compliment the existing FR172H’s based at Gormanston, while ten Marchetti SF260 trainers replaced the faithful Chipmunks and Provosts.
Two Beechcraft Kingair 200’s carried out the Maritime patrolling and surveillance role while a British Aerospace HS125, complemented by a third MATS dedicated Beechcraft Kingair 200 (purchased in 1980) operated the Ministerial Air Transport Service. In 1991, the HS125 was replaced by a Gulfstream IV. This aircraft in addition to one Beechcraft Kingair 200 remain in operational service today.
The oldest operational aircraft in the Air Corps inventory today, purchased in the early sixties is now the Allouette III with a remarkable 43 unblemished years in service.
Air Corps from 2000 to today
As the 20th century closed it was obvious that the helicopter fleet was nearing the end of its useful life. The Alouettes, with almost 40 years on their airframes, could not be maintained indefinitely, while the four remaining Dauphins would need expensive major overhauls and upgrades if they were to remain in service. The Gazelles; excellent and popular though they had been, were almost two decades old at this stage.
Fortunately, in the summer of 2004 the selection process regarding new helicopters entered its final phase, and the Minister for Defence had just indicated his intention to procure utility helicopters when the SAR role ceased in December 2003. Valid tenders to fulfil the requirement were then received from Eurocopter, Sikorsky and Agusta-Bell.
In the light utility competition, the Eurocopter EC135 was the successful type, its primary role would be that of pilot and crew training with secondary roles of air ambulance and VIP transport. Other considerations included aircraft maintainability and ease of provision with up to 600 flying hours per annum. The Air Corps took delivery of these two new EC135 helicopters in October 2005.
In response to the utility helicopter competition, four types were evaluated in great detail. As a myriad of roles was envisaged for the new type, detailed scrutiny was essential. Primary roles would include training and operations with the Army Ranger Wing, casualty evacuation, limited airlift, troop transport and infantry training. Secondary roles would include air ambulance and VIP transport. As in the light utility competition, maintainability, support and efficiency were important elements in the final analysis.
The Agusta Bell AB139 was declared the most suitable helicopter for the roles envisaged, with its two-tonne payload and its ability to airlift a 105mm howitzer, acquisition of this type was regarded as a positive development. Along with two pilots, the AB139 can carry eight fully laden troops and two crewmen equipped with door mounted machine guns, should these be required. The Air Corps expects to take delivery of the first of four AB139’s during the middle of 2006 with the final aircraft scheduled for delivery in during the middle of 2007.
Air Corps Bases Through the Years
Baldonnel
In mid 1917 Capt. Sholto Douglas came to Ireland with instructions to survey sites for permanent airfields in the country. In all, five sites were selected - Gormanston, Tallaght, Aldergrove, Colllinstown and Baldonnel. Construction started almost immediately and was followed to a common standard. Baldonnel’s hangers are the only remaining ones in their original style, in addition, landing sites were constructed at Fermoy, Oranmore and Castlebar. There was also a landing ground at the Curragh from as early as 1913. Baldonnel has been occupied on a permanent basis since 1922 and all the aircraft operated by the Air Corps have been based there.
Gormanston
This was used for one month every year for air firing from the 1930’s until after the Emergency. It was after the 2nd World War that a unit of the Air Corps was transferred to Gormanston and a school established. In July 1980 the school officially returned to Baldonnel and No. 2 Support Wing became the Air Corps representative in Gormanston until recently when operations ceased there.
Rineanna (Shannon Airport)
Rineanna was occupied on the 30th August 1939 when 4 Anson’s and 2 Walrus’s arrived from Baldonnel. The aircraft and personnel were from the 1st Recce and Medium Bombing Sqdrn, and the Coastal Patrol Sqdrn. The detachment was commanded by Capt W.J. Keane and Capt T.J. Hanley was his second in command. Patrols were flown over the west and south coasts from this base. In 1943 the fighter Sqdrn occupied Rineanna and were to remain there with their hurricanes until May 1945 when they moved to Gormanston. Baldonnel and Rineanna were the only permanent bases of the wartime Air Corps. The Fighter Squadron was the last detachment to leave Rineanna, which subsequently became a civil airport, Shannon as we know it today.
Fermoy
This airfield was occupied for the duration of the Civil War when Bristol fighters, Martinsyde F4’s, SE5A’s and DH9’s operated on sorties over the south. It was during one such sortie that a sole SE5A was lost as a result of engine failure, it was flown by Capt Crossley. Fermoy was reopened during the thirties for bombing and the air firing exercises and again for periods during the war when Lysander’s were based there.
Tralee
Tralee airfield was operational also during the Civil War when Lt Delemere with a Bristol Fighter occupied this small base. A hanger was constructed to house the aircraft but facilities were very limited. The sole aircraft was joined by a DH9 at various times. It was closed in December 1923 and the aircraft returned to Fermoy.
Rathduff, Golden, Co. Tipperary
This airfield was occupied for a period during army manoveres in the south, accommodation was in tents and aircraft were picketed in the open. Hawker Hectors, Lysander’s and Hinds operated from this base with many resulting in broken props and under carriages resulting from the rough ground.
Glenville, Co Cork
This was a small landing ground used by Miles Magisters during army manoeuvres and like Rathduff was used only for a short period.
Ballinteer
This airfield was occupied from 21 May to 2 July 1941. It was located in the grounds of Ballinteer house, six miles from Navan. The landing ground was the park in front of the house, which belonged to the Briscoe family. The aircraft were dispersed in the trees and the accommodation was under canvas. Three Gladiators operated from here often starting flying at 04.30hrs, and regularly flew 8 hours a day. An Avro Cadet joined the complement of aircraft for airborne communications.
Edgeworthstown
This airfield was used during manoeuvres by Avro Cadets and like other temporary airfields accommodation was under canvas.
As regards bases and facilities, only Casement Aerodrome, Baldonnel is in permanent military occupation. Gormanston, which until recently housed only the Cessna’s is no longer in use as an operational base by the Air Corps. One Allouette and one Dauphin helicopter were at different periods permanently detached to Finner camp in Co. Donegal, and another Allouette to Monaghan barracks. The former has a tarmac landing strip into which Cessna’s occasionally operated.