M.500 *	2nd Officer	Arthur Westcott-Pitt
	b. 20 Oct 1899, Wallington, Surrey	19 Jun 1941 to 7 Jan 1942

 Postings:

Arthur Westcott-Pitt: Waterford's Aviation Pioneer
by Patrick J. Cummins

Introduction
The decade from 1930 onwards was the golden age of aviation in Ireland and Arthur Westcott-Pitt can be considered to be one of the pioneer aviators of that period. However, he is rarely mentioned in books or references dealing with the history of Irish aviation, despite having established the third Irish airline company, owning one of the few private airstrips in the country and operating several aircraft.

Arthur Pitt was born in Wallington, Surrey, England on 20 October 1899 to John March Pitt and Emily Hannah Davis [Bell]. His mother was the eldest daughter of Henry Bell, who had established a pharmaceutical company in Waterford city in 1862. The firm, Henry Bell Ltd, which also specialised in veterinary medical preparations, had premises at 62 the Quay, beside the Granville Hotel. A large mock ball was suspended on a mounting over the entrance to these premises, which became a landmark for many years.

Early interest in aviation
Arthur served with the Comitie Brittannique de la Croix Rouge (Red Cross) during the First World War until he was demobilised in May 1920. His interest in flying apparently originated about this time when he returned to England after demobilisation. In the same year the De Havilland Aircraft Company had been established at Stag Lane aerodrome, on the outskirts of London, which was near Pitt's home. The company had constructed a factory at this aerodrome for the production of light aircraft and also formed the De Hallivand Flying Cub for teaching people who had acquired the company's aircraft how to fly. On most days Pitt used to cycle from his home to watch the aerial activity at Stag Lane. He eventually learned to fly in 1924, probably with this flying club.

He was issued with Certificate No. 8636 by the Royal Aero Club on 10 June 1929 and a PPL (Private Pilots' Licence) was issued by the Air Ministry seven days later.

Waterford and Irish Airlines
In 1924 Arthur Pitt moved to Waterford, joining his grandfather's firm, Henry Bell Ltd. He and his brother Ernest studied Pharmaceutical Chemistry in Dublin, qualifying in 1924 and 1926 respectively. His principal interest remained aviation however. On 11 October 1930 Pitt received an endorsement to his PPL by the Transport and Marine Branch, Department of Industry and Commerce, which allowed him to fly aircraft in the Irish Free State. He established Irish Airlines with a registered address at 62 the Quay, Waterford (the premises of Henry Bell) and laid out a private grass airstrip on land at Croxtown, on the outskirts of Dunmore East, with a hangar to accommodate the airline's aircraft. The airline offered the following services: aerial photography, aerial advertising, air taxi, aerial gymkhana, pleasure flying and also had a sales department for aircraft. Two Avro 504Ks (EI-AAM and EI-AAN) and a Blackbird Bluebird IV (EI-AAO) were acquired for the airline. Two experienced pilots, Andrew Woods and Cecil Miller, were also employed. 

From 1917 the Avro 504k had been the standard basic training aircraft operated by the RFC (Royal Flying Corps) and later the Royal Air Force and remained in service for a decade following the end of World War I. More than 300 war-surplus Avro 504Ks were also acquired by civilian aviation enterprises, similar to Irish Air Lines, which were used for flying training, pleasure flying, aerial advertising and other tasks. The Blackbird Bluebird IV, with side by side seating, was used by civilian training schools and other operators as a training and touring aircraft from about 1928 onwards. Commencing in July 1932 these aircraft provided pleasure flights for visitors to Tramore, taking off from the famous strand when the tide was out. On Sunday 31 July 1932, one of the Avro 504s (EI-AAM), piloted by Andrew Woods, took of from the strand at 11 am and 'was seen to rise up vertically' , which 'was first thought to be part of a stunt', according to a contemporary newspaper report. At an altitude of approximately 60 feet, the aircraft 'turned over on its back' and went into a nose dive and crashed near the Promenade, the impact with the strand causing the aircraft to turn over on its back. Both wings were broken, and the propeller was smashed in the crash. Pitt was the first person to reach the crashed aircraft and with the help of bystanders released Woods from the wreckage. He was treated by a local doctor before being brought to the County and City Infirmary but was not seriously injured, only sustaining superficial injuries and shock. The Avro 504 was damaged beyond repair and had to be scrapped. Andrew Woods later joined the Irish Army Air Corps, and reached the rank of Commandant and officer commanding the photographic section.

On August 19, 1932 the Bluebird IV (EI-AAO) was wrecked in a crash on the Back Strand at Tramore. Carrying two priests as passengers the aircraft had just taken off when 'the engine seemed to stop', just over the 'site of the stand of the old racecourse', according to a contemporary newspaper report. The Bluebird ended up on its nose 'in the mud near Halley's field' and was damaged beyond repair, but the pilot and passengers were not injured. Following these crashes there was only one aircraft left available for flights, the Avro 504K (EI-ANN), and Irish Airlines went out of business in 1933.

Arthur Westcott-Pitt with his Auster Autocrat light aircraft, which he acquired in 1947.

Pitt's aviation activities seem to have been curtailed over the next twelve years, which was probably due to his involvement in the management and restructuring of the pharmaceutical company, Henry Bell Ltd. The managing director of the company, Samuel Bell, a son of Henry, retired in 1935, which resulted in Pitt with his brother, Ernest, becoming joint managing directors of the company. A factory 'for the manufacture of chemical preparations' was also established at Exchange Street Waterford about the same time.

During this period Arthur married Miss Emma Elizabeth Westcott on 31 July 1936 and he changed his name to Westcott-Pitt by deed-poll following his marriage.

  Waterford Standard - Saturday 26 September 1936

They lived in a substantial residence in Dunmore East, which had been constructed early in the twentieth centaury.

Between 1939 and 1945 all private flying was banned by the Irish government for the duration of the Emergency. However, according to a local newspaper report in 1946, Westcott-Pitt was 'engaged in ferrying 'planes from Canada to Britain in the early part of the late war'.

Post-war years

In 1946 Westcott-Pitt resumed his flying activities, initially by developing the airfield at Coxtown for commercial aviation. Following an inspection by engineers from the Department of Industry and Commerce, a licence for the airstrip under the Air Navigation Regulations was granted in the following year. Named the South of Ireland Airport, the airfield was licensed 'as a regular place of landing or departure of aircraft carrying passengers or goods for hire or reward and instruc tional flying ' . At that time the new airport was the only one licensed for the use of civil aircraft, south of the airports at Collinstown (later named Dublin International
Airport) and Rineanna (later Shannon International Airport). The airport, which had a main runway of 750 yards with a grass surface, could provide petrol refuelling facilities and hangar accommodation for three ten-seater planes. A ground engineer was also available and customs clearance facilities could also be arranged for visiting aircraft.

In 1947 there was an unsuccessful attempt to establish an airport at Waterford. An Airport Committee was set up by Waterford Chamber of Commerce and there were discussions regarding the matter with the Department of Industry and Commerce. Westcott-Pitt offered the use of his airport free of cost until 31 October 1947 to Waterford Corporation, Waterford County Council and the Irish Tourist Board 'to judge the possibilities and requirements for the local airport', but the offer was not accepted.

In May 1947 Westcott-Pitt acquired an Auster J/1 Autocrat (ex G-AIBK) for his own private use, which was registered in Ireland (as EI-ACY) and was based at the airport. The Autocrat, which was a popular light aircraft in the immediate post-war years, was constructed by the British aviation company, Auster Aviation Ltd. Capable of carrying two passengers and a pilot, the autocrat was inexpensive to fly and maintain. The Autocrat was flown regularly by Westcott-Pitt until he sold it to the Galway Flying Club in 1965.

Plate 4: Westcott-Pitt in the cockpit of the Auster Autocrat.

Plate 5: The hangar at the airfield at Coxtown, Dunmore East.

Westcott-Pitt was also secretary of the Royal National Lifeboat Institution in Dunmore East for twenty-three years and used the Autocrat on a number of occa sions to carry out an aerial search for ships in distress or missing persons at sea.

For about twenty years the airport was a popular landing destination for British touring aviators and was also visited by some famous airmen during this period. On Sunday 28 September 1952 the first post-war air rally in Ireland was held at the airport with aircraft from Ireland and the United Kingdom participating. These included Miles Geminis, Messengers, Austeres and Piper Clubs, the most modern light aircraft of that period. The famous test pilot Neville Duke used the airport during the delivery of a de Havilland Tiger Moth (EI-AJP) to Air Kruises (Ireland) Ltd. on 10 April 1967.
In July 1955 the Irish Defence Forces conducted military exercises in the Dunmore East area to test certain aspects of Air Defence Plans and calibration of equipment as well as training personnel. These exercises included a mobile GCI (Ground Controlled Interception) radar unit, which could be used to detect hostile aircraft in a combat situation. Operating from the airport at Dunmore East, de Hallivand Chipmunks of the Irish Air Corps were used as target aircraft to cali brate the radar system and train Signal Corps personnel to operate and detect aircraft with the mobile GCI unit.

Westcott-Pitt charged to the Department of Defence for the use of the airport during these exercises. However, these charges were considered excessive by the department, which refused to pay and Westcott-Pitt instituted legal proceedings for the sum of £164. Following negotiations between both parties an offer of £90 with an additional £15. 15s. expenses were accepted by Westcott-Pitt.
On August 16, 1962 nine Rollasan Turbulents, flown by members of the Tiger Club, arrived at the airfield in Dunmore East. These ultra light aircraft, which were powered by motor-car engines, had flown from England and took off again after being refuelled. The aviators were on a six day tour of Ireland, which included shark fishing off Kinsale and attending the opening of an airfield near Kells Co. Meath.
Decline
From about 1967 onwards there was a decline in aviation activities at the airfield, the land being used for agricultural purposes instead, with farm machinery and other implements stored in the hangar. About 1975, two local aviators, Chris Hennesy and Peter Brophy, who were attempting to establish a flying club in the Waterford area, approached Westcott-Pitt about using the airfield again for flying. Although apparently interested he was non-committal as the airfield was under corn and was being used solely for agricultural purposes.

Arthur Westcott-Pitt died on November 19, 1979, aged eighty years, and was interred in the Friends' Burial Ground, Newtown. His wife, Emma, had predeceased him by five years.

Westcott-Pitt was a man before his time. His concept of an airport for the South East of Ireland, an aerial search and rescue service for the region and a flying club have all come to fruition in the past thirty years.

References
Munster Express, various issues from 1930 to 1970.
Waterford Star, various issues from 1930 to 1940.
Flight, various issues, 1946.
Aviation Ireland (Journal of the Aviation Society of Ireland).
Waterford Central Library.

With many thanks to Fedor van de Pol, who sent me the article

* personnel file missing