Arthur Westcott-Pitt:
Waterford’s Forgotten Aviation Pioneer

The 1930s are often remembered as a remarkable period in Irish aviation. Flying was still new enough to feel daring, yet practical enough to attract entrepreneurs, engineers, sportsmen and visionaries. Across Ireland, small airfields, private aircraft and early commercial ventures began to appear. Among the people who helped shape that pioneering age was Arthur Westcott-Pitt, a figure whose contribution to aviation in the South East deserves far greater recognition.

Although he established one of Ireland’s earliest airline companies, operated a private airstrip near Dunmore East, owned several aircraft and later developed what became known as the South of Ireland Airport, Westcott-Pitt is not widely remembered in accounts of Irish aviation history. His story is closely tied to Waterford, but it begins in England at the turn of the twentieth century.

Early Life and Family Connections

Arthur Pitt was born in Wallington, Surrey, on 20 October 1899. His parents were John and Emily Pitt. Through his mother’s side, Arthur had strong connections with Waterford. Emily was the eldest daughter of Henry Bell, the founder of Henry Bell Ltd, a pharmaceutical business established in Waterford city in 1862.

The company’s premises stood at 62 The Quay, beside the Granville Hotel. For many years, the building was known for the large mock ball mounted above its entrance, which became a familiar landmark along the quays. The family business would later play an important role in Arthur’s life, but his greatest personal passion would prove to be aviation.

During the First World War, Arthur served with the Comité Britannique de la Croix Rouge, part of the Red Cross. He was demobilised in May 1920. Around this time, his interest in flying appears to have taken hold.

Discovering Aviation at Stag Lane

After the war, Arthur returned to England. The timing was significant. In 1920, the de Havilland Aircraft Company was established at Stag Lane aerodrome, near London and close to Pitt’s home. The company built a factory there to produce light aircraft and also formed the de Havilland Flying Club, which helped new aircraft owners learn to fly.

Stag Lane became a centre of activity for private and light aviation. Arthur regularly cycled from his home to the aerodrome to watch the aircraft. What began as curiosity soon developed into commitment. He learned to fly in the 1920s, probably through the de Havilland Flying Club, and in June 1929 he was awarded Royal Aero Club Certificate No. 8636. A week later, he received a Private Pilot’s Licence from the Air Ministry.

By then, aviation was no longer just something he watched from the ground. It had become part of his identity.

Moving to Waterford

Arthur Pitt moved to Waterford in 1924 and joined the family firm, Henry Bell Ltd. He and his brother Ernest studied Pharmaceutical Chemistry in Dublin, with Arthur qualifying in 1924 and Ernest in 1926.

While his business career developed, flying remained his main enthusiasm. On 11 October 1930, Arthur’s Private Pilot’s Licence was endorsed by the Transport and Marine Branch of the Department of Industry and Commerce. This allowed him to fly aircraft in the Irish Free State.

Soon afterwards, he took a bold step. He established Irish Airlines, with its registered address at 62 The Quay, Waterford, the home of Henry Bell Ltd. This made it one of the earliest airline companies in the country.

Irish Airlines and the Coxtown Airstrip

Arthur Pitt laid out a private grass airstrip at Coxtown, near Dunmore East. The site included a hangar to house the airline’s aircraft. From this base, Irish Airlines offered a range of services that reflected the adventurous spirit of early aviation.

The company promoted aerial photography, aerial advertising, air taxi services, pleasure flights, aerial gymkhanas and aircraft sales. It acquired two Avro 504Ks, registered EI-AAM and EI-AAN, along with a Blackburn Bluebird IV, registered EI-AAO. Pitt also employed experienced pilots Andrew Woods and Cecil Miller.

The aircraft themselves reflected the aviation world of the period. The Avro 504K had been widely used as a basic training aircraft by the Royal Flying Corps and later the Royal Air Force. After the First World War, many surplus Avros entered civilian service. They were used by small companies and flying schools for training, joyrides, advertising and general light aviation work.

The Blackburn Bluebird IV was a more modern touring and training aircraft. With side-by-side seating, it was used by civilian operators from the late 1920s onward. For a small Irish airline operating out of Waterford, these aircraft were practical, available and suited to the kind of services Irish Airlines hoped to provide.

Pleasure Flights at Tramore

In July 1932, Irish Airlines began offering pleasure flights from Tramore strand. When the tide was out, the famous beach provided a natural runway, and visitors could experience the thrill of flying over the coast.

This was a time when most people had never been in an aircraft. A short pleasure flight was not just transport. It was entertainment, novelty and adventure. For seaside visitors, it must have been an unforgettable attraction.

However, the summer of 1932 also brought serious setbacks.

On Sunday 31 July 1932, one of the Avro 504Ks, EI-AAM, took off from Tramore strand at around 11 a.m. with Andrew Woods at the controls. Contemporary newspaper reports described the aircraft rising steeply, at first appearing to be performing a stunt. At about 60 feet, it turned over and dived into the strand near the Promenade.

The crash badly damaged the aircraft. Both wings were broken and the propeller was destroyed. Arthur Pitt was the first to reach the wreckage and, with help from bystanders, freed Woods from the aircraft. Woods was treated by a local doctor and then taken to the County and City Infirmary. Fortunately, his injuries were not serious. He suffered shock and superficial injuries, but survived.

The aircraft itself was beyond repair and had to be scrapped. Andrew Woods later continued his aviation career with distinction, joining the Irish Army Air Corps and eventually reaching the rank of Commandant. He became officer commanding the photographic section.

Less than three weeks after the first crash, Irish Airlines suffered another blow. On 19 August 1932, the Blackburn Bluebird IV, EI-AAO, crashed on the Back Strand at Tramore. The aircraft had just taken off with two priests on board as passengers when the engine appeared to stop. It came down near Halley’s field and ended up nose-first in the mud.

Again, there were no serious injuries. The pilot and passengers escaped unharmed. But the aircraft was damaged beyond repair. With two of its three aircraft lost in quick succession, Irish Airlines was left with only one Avro 504K, EI-AAN. The business could not continue, and the company ceased operations in 1933.

Business, Marriage and a New Name

After the collapse of Irish Airlines, Arthur’s aviation activities slowed for more than a decade. This was likely due to his growing role in the family pharmaceutical business.

In 1935, Samuel Bell, son of Henry Bell and managing director of Henry Bell Ltd, retired. Arthur and his brother Ernest became joint managing directors. Around the same period, the company established a factory in Exchange Street, Waterford, for the manufacture of chemical preparations.

Arthur’s personal life also changed. On 31 July 1936, he married Emma Elizabeth Westcott. After the marriage, he changed his surname by deed poll to Westcott-Pitt. The couple lived in a substantial house in Dunmore East, built in the early twentieth century.

Then came the Second World War. In Ireland, the period was known as the Emergency, and private flying was banned by the Irish government from 1939 to 1945. This brought civil aviation activity to a halt. However, according to a local newspaper report from 1946, Westcott-Pitt had been involved in ferrying aircraft from Canada to Britain during the early part of the war.

The South of Ireland Airport

After the war, Westcott-Pitt returned to aviation with renewed purpose. In 1946, he began developing the airfield at Coxtown for commercial use.

Engineers from the Department of Industry and Commerce inspected the site, and in 1947 the airstrip was licensed under the Air Navigation Regulations. It was named the South of Ireland Airport. The licence permitted it to operate as a regular place of landing and departure for aircraft carrying passengers or goods for hire or reward, as well as for instructional flying.

At the time, this was highly significant. South of Collinstown, later Dublin Airport, and Rineanna, later Shannon Airport, it was the only licensed airport available for civil aircraft.

The airfield had a grass runway of around 750 yards. It could provide petrol refuelling and hangar space for three ten-seater aircraft. A ground engineer was available, and customs clearance could be arranged for visiting aircraft.

For Waterford and the wider South East, this was a forward-looking development. Westcott-Pitt saw the potential for regional aviation long before such ideas became common.

A Missed Opportunity for Waterford

In 1947, Waterford Chamber of Commerce set up an Airport Committee to explore the possibility of establishing an airport for the area. Discussions took place with the Department of Industry and Commerce.

Westcott-Pitt offered the use of his own airport free of charge until 31 October 1947 to Waterford Corporation, Waterford County Council and the Irish Tourist Board. His aim was to allow them to assess the possibilities and requirements for a local airport.

The offer was not accepted.

Looking back, it is hard not to see this as a missed opportunity. Westcott-Pitt already had a licensed airfield, facilities, local knowledge and experience. His vision anticipated later developments in regional aviation, yet the official support needed to build on it never came.

The Auster Autocrat and Aerial Search Work

In May 1947, Westcott-Pitt acquired an Auster J/1 Autocrat, formerly registered in Britain as G-AIBK. It was registered in Ireland as EI-ACY and based at the South of Ireland Airport.

The Auster Autocrat was a popular light aircraft in the post-war years. Built by Auster Aviation Ltd, it could carry a pilot and two passengers. It was relatively inexpensive to fly and maintain, making it ideal for private owners and flying clubs.

Westcott-Pitt flew the aircraft regularly for many years. He eventually sold it to the Galway Flying Club in 1965.

His flying was not only recreational. Westcott-Pitt served for twenty-three years as secretary of the Royal National Lifeboat Institution in Dunmore East. On several occasions, he used his Auster to carry out aerial searches for ships in distress or people missing at sea. Paddy Billy Power often accompanied him on these searches, staring at the sea below for signs of survivors.

In this respect, he was ahead of his time. Long before modern aerial search and rescue services became established in the region, he understood the value of aircraft in maritime emergencies.

A Hub for Touring Aviators

For around twenty years, the South of Ireland Airport was a popular destination for British touring aviators. Pilots crossing the Irish Sea could land at Dunmore East, refuel, arrange customs clearance and continue their journeys.

The airfield also attracted well-known figures from aviation. On Sunday 28 September 1952, it hosted the first post-war air rally in Ireland. Aircraft from both Ireland and Britain took part, including Miles Geminis, Miles Messengers, Austers and Piper Cubs. These were among the best-known light aircraft of the period.

Another notable visitor was the famous test pilot Neville Duke. On 10 April 1967, Duke used the airport while delivering a de Havilland Tiger Moth to Air Kruises (Ireland) Ltd.

These visits show that Westcott-Pitt’s airfield was more than a private landing strip. It was part of a wider network of post-war civil aviation, linking Waterford with pilots and aircraft from across Ireland and Britain.

Military Exercises at Dunmore East

The airport also played a role in Irish Defence Forces activity. In July 1955, military exercises were held in the Dunmore East area. Their purpose was to test elements of air defence planning, calibrate equipment and train personnel.

The exercises included the use of a mobile Ground Controlled Interception radar unit, designed to detect hostile aircraft in a combat situation. De Havilland Chipmunks from the Irish Air Corps operated from the Dunmore East airfield as target aircraft. Their flights helped calibrate the radar system and train Signal Corps personnel to detect aircraft using the mobile unit.

Westcott-Pitt charged the Department of Defence for the use of the airport during the exercises. The department considered the charges excessive and refused to pay the full amount. Westcott-Pitt took legal proceedings for £164. After negotiations, he accepted £90 plus £15 15s in expenses.

It was a small dispute, but it shows that Westcott-Pitt treated the airport as a serious aviation facility, not simply a hobby field.

The Tiger Club Visit

One of the more colourful episodes in the airfield’s later history came on 16 August 1962, when nine Rollason Turbulents arrived at Dunmore East. These ultralight aircraft were flown by members of the Tiger Club and powered by motor-car engines.

The pilots had flown from England and stopped at the airfield to refuel before continuing their six-day tour of Ireland. Their itinerary included shark fishing off Kinsale and attending the opening of an airfield near Kells, County Meath.

Events like this captured the adventurous culture of private flying in the 1950s and 1960s. Dunmore East, thanks to Westcott-Pitt, was part of that world.

Decline of the Airfield

By the late 1960s, aviation activity at the South of Ireland Airport had begun to decline. From about 1967 onwards, the land was increasingly used for agriculture. Farm machinery and equipment were stored in the hangar, and the airfield gradually lost its active role.

Around 1975, two local aviators, Chris Hennessy and Peter Brophy, approached Westcott-Pitt about using the airfield again. They hoped to establish a flying club in the Waterford area. Although Westcott-Pitt appeared interested, he was non-committal. By then, the land was being used solely for farming.

The airfield’s active aviation days were effectively over.

Final Years and Legacy

Arthur Westcott-Pitt died on 19 November 1979 at the age of eighty. He was buried in the Friends’ Burial Ground at Newtown. His wife, Emma, had died five years earlier.

His aviation legacy is remarkable. He founded one of Ireland’s earliest airline companies. He created a private airstrip near Dunmore East and later developed it into a licensed civil airport. He owned and flew aircraft at a time when private aviation was still rare in Ireland. He supported touring pilots, hosted rallies, assisted military exercises and used his own aircraft for maritime search work.

Many of the ideas he pursued eventually became part of modern life in the South East. A regional airport, aerial search and rescue, and local flying clubs all became realities in later decades.

Arthur Westcott-Pitt was, in many ways, ahead of his time. His name may not appear often in mainstream histories of Irish aviation, but his contribution was real and lasting. In Waterford, and especially around Dunmore East, he deserves to be remembered as one of the region’s great aviation pioneers.

"The piece above is based on an article by Patrick J. Cummins."