EI-ABI “Iolar” holds a legendary place in Irish aviation history. As Aer Lingus’ very first aircraft, the De Havilland DH.84 Dragon biplane named “Iolar” (Irish for “Eagle”) launched Ireland’s national airline in 1936. Though the original was sold and later lost, the registration EI-ABI was revived for a meticulously restored replica that continues flying today as a symbol of Aer Lingus heritage.

This article explores the full story of EI-ABI Iolar — its pioneering role, early operations, replacement, tragic fate of the original, and the creation of the current airworthy EI-ABI replica.

The Birth of Aer Lingus and Delivery of EI-ABI Iolar

Aer Lingus was founded in 1935-1936 as Ireland’s national airline (the name derives from “Aer Loingeas,” meaning air fleet). The airline received its first aircraft on May 26, 1936: a six/seven-seat De Havilland DH.84 Dragon biplane, registered EI-ABI and christened Iolar.

Based initially at Baldonnel Aerodrome (now Casement Aerodrome, home of the Irish Air Corps), this wooden biplane with two Gipsy Major engines marked the start of commercial air services for the young Irish state. The aircraft cost relatively little and suited short cross-channel routes perfectly.

Maiden Flight and Early Operations (1936–1938)

On May 27, 1936, EI-ABI Iolar operated Aer Lingus’ inaugural revenue flight from Baldonnel to Bristol (Whitchurch) Airport in the UK, carrying five passengers. This historic journey launched regular services between Ireland and Britain.

The aircraft quickly expanded operations, including Dublin to Liverpool routes. A second aircraft — the larger four-engine De Havilland DH.86 Express named Éire — joined soon after, enabling extensions to London (Croydon Airport) and the Isle of Man. Iolar served as Aer Lingus’ workhorse during these formative years, proving the viability of Irish commercial aviation despite limited infrastructure and modest passenger numbers.

Replacement of the Original EI-ABI and Its Fate

By early 1938, Aer Lingus needed larger, more capable aircraft for growing demand. In February 1938, the airline sold EI-ABI to British operator Channel Air Ferries. The Dragon was re-registered as G-ACPY (some sources note variations like G-APCY due to transcription). It was replaced in the Aer Lingus fleet by a more modern De Havilland DH.89A Dragon Rapide.

The original Iolar’s story ended tragically during World War II. Operating under its British registration, G-ACPY was shot down by a Luftwaffe Heinkel He 111 bomber on June 3, 1941, off the Scilly Isles. All aboard were lost. This wartime loss underscored the dangers faced by civilian aviation in the early 1940s.

The Current EI-ABI Iolar: Restoration and Revival

The registration EI-ABI was not forgotten. For Aer Lingus’ 50th anniversary in 1986, the airline acquired a different but period-correct DH.84 Dragon 2 (built in 1936, previously G-AECZ / EI-AFK and with RAF service history as AV982).

This airframe was restored to airworthy condition, repainted in the original Aer Lingus livery (silver/cream with green accents), and officially re-registered as EI-ABI “Iolar” in August 1985. It flew again for air displays, corporate events, and anniversaries from 1986 to 1991.

After intermittent use and grounding around 2004, a major restoration project began in 2010. On February 24, 2011, the aircraft made its first post-restoration test flight at Dublin Airport, perfectly timed for Aer Lingus’ 75th anniversary celebrations. It flew commemorative routes, including a symbolic return to Bristol.

Today, the current EI-ABI Iolar is maintained by the Aer Lingus Charitable Foundation (often associated with the Irish Historic Flight). It appears at airshows, anniversaries (such as the 80th and 85th), and educational events, keeping the pioneering spirit alive.

Technical Specifications of the DH.84 Dragon (Iolar)

Key specs (applicable to both original and replica):

• Type: Twin-engine biplane (DH.84 Dragon / Dragon 2)
• Engines: 2 × de Havilland Gipsy Major (130 hp each)
• Cruising Speed: Approx. 140-150 mph
• Range: Around 460 miles
• Capacity: 6-7 passengers + pilot
• Construction: Wooden frame with fabric covering

The replica uses authentic period details and modern safety upgrades where required for airworthiness.

Legacy and Importance in Irish Aviation

EI-ABI Iolar symbolizes the humble yet ambitious beginnings of Aer Lingus, which grew from one biplane into a major international carrier with Airbus A320/A321/A330 fleets. The replica preserves this heritage, educating new generations about Ireland’s aviation pioneers and the risks of early commercial flying.

Commemorative flights, such as the 80th anniversary trip to Bristol in 2016, evoke national pride. The story of the original’s sale, wartime loss, and the replica’s revival highlights resilience in aviation history.

EI-ABI Iolar – An Enduring Symbol

From its pioneering 1936 maiden flight to the airworthy replica flying today, EI-ABI Iolar remains one of the most cherished icons in Irish aviation. While the original was replaced after just two years of service and ultimately lost to war, the current EI-ABI keeps the legacy soaring.

For aviation enthusiasts, historians, or anyone interested in Aer Lingus history, the sight (or flight) of Iolar is unforgettable. The aircraft represents not just a plane, but the birth of modern Irish air travel.

Colonel James Michael Christopher Fitzmaurice stands as a towering figure in aviation history, celebrated as the first Irishman to conquer the Atlantic Ocean from east to west in an aircraft. Born in an era of rapid technological advancement and global conflict, Fitzmaurice’s life was a testament to courage, resilience, and innovation.

His daring 1928 flight aboard the Junkers W33 Bremen not only shattered records but also symbolized the unyielding spirit of exploration. From the trenches of World War I to the skies over Ireland during its civil strife, Fitzmaurice’s journey embodies the heroism of early aviators. This article pays tribute to his extraordinary achievements, delving into his upbringing, military exploits, the pivotal transatlantic crossing, battles he endured, and the aircraft that carried him into legend.

Early Life and Upbringing

James Fitzmaurice was born on January 6, 1898, in Dublin, Ireland, the second of three sons to Michael Fitzmaurice, a prison warder, and Mary Agnes O’Riordan from County Limerick. The family resided at 35 Mountjoy Prison Cottages on North Circular Road, a modest setting that reflected the working-class roots of many Irish families at the turn of the century. In 1902, at the age of four, young James moved with his family to Portlaoise (then Maryborough) in County Laois, where he grew up on Dublin Road. He received his education at St. Mary’s Christian Brothers School, fostering a foundation of discipline and curiosity that would define his future.

By 1913, at just 15, Fitzmaurice briefly trained as a salesman at Hearn’s drapery in Waterford, but the escalating home rule crisis ignited his patriotic fervor. He joined the Waterford battalion of the Irish Volunteers in November 1913, marking the beginning of his lifelong commitment to service. In August 1914, still underage at 16, he enlisted in the cadet company of the 7th Battalion, Leinster Regiment, only to be removed by his concerned father. This early brush with military life foreshadowed the adventures ahead, instilling in him a sense of duty and adventure that propelled him toward the skies.

Military Service in World War I and the RAF

Fitzmaurice’s entry into World War I came in 1915 when, at 17, he enlisted in the British Army’s 17th Lancers cavalry regiment. Deployed to the Western Front in France, he faced the horrors of trench warfare, sustaining wounds that twice earned him recommendations for a commission. Transferred to the 7th Battalion of the Queen’s Royal (West Surrey) Regiment in the 55th (West Lancashire) Division, he fought valiantly in the Battle of the Somme in July 1916—a grueling offensive that claimed over a million lives. By January 1917, on his 19th birthday, he had risen to corporal, acting as sergeant and commanding Platoon No. 13 of D Company. His leadership under fire led to a commission as Second Lieutenant in May 1917.

Transitioning to aviation, Fitzmaurice trained at the School of Military Aeronautics in Reading and began practical flying at Eastbourne Aerodrome in June 1918. He honed his skills on Avro and Sopwith aircraft at the No. 1 School of Fighting and Aerial Gunnery in Marske-by-the-Sea, qualifying as a fighter pilot.

Set to deploy to France on November 11, 1918, the Armistice halted his combat flying. Post-war, he joined the Royal Air Force (RAF), serving with No. 110 Squadron flying de Havilland DH.9A bombers for mail delivery in the Army of Occupation. In May 1919, he piloted the first night mail flight from Folkestone to Boulogne (and later to Cologne), a pioneering feat in aerial logistics.

After a brief demobilization in December 1919, where he sold insurance, Fitzmaurice rejoined the RAF in 1921 with No. 25 Squadron, flying Sopwith Snipe fighters. He resigned later that year to avoid a transfer to India, but his RAF tenure solidified his expertise in aircraft like the DH.9A and Snipe, preparing him for greater challenges.

Service in the Irish Air Corps and the Civil War

With the establishment of the Irish Free State, Fitzmaurice joined the Irish National Army’s Air Service in February 1922, during the tumultuous Irish Civil War. Promoted to captain in 1923 and acting commandant in 1925, he became second-in-command at Baldonnel Aerodrome (later Casement). In the civil war, he commanded Fermoy Aerodrome from September 1922, flying reconnaissance and leaflet-dropping missions over IRA strongholds in Cork and Kerry using Bristol Fighters and DH.9s.

His exploits were legendary: Once, his aircraft was hit by rebel fire while dropping amnesty leaflets over Killarney, forcing a landing in hostile territory. He evaded capture by commandeering a farm horse and riding back to base in full flying gear. Another incident saw him driving into a republican ambush, escaping unscathed.

Known as “Fitz,” his erratic yet bold actions—including chasing civilians with a Lewis gun—highlighted the chaos of the conflict. Promoted to commandant in 1927, Fitzmaurice’s service in the Irish Air Corps not only aided the Free State but also cemented his reputation as a fearless aviator.

The 1927 Attempt and the Historic 1928 Transatlantic Flight

Fitzmaurice’s quest for transatlantic glory began in 1927 with an east-to-west attempt aboard the Fokker F.VIIa Princess Xenia, financed by American millionaire William Bateman Leeds. As co-pilot to Captain Robert Henry McIntosh, they departed Baldonnel on September 16, 1927. Overloaded with 740 gallons of fuel and powered by a Bristol Jupiter engine, the monoplane battled turbulence, mist, and rain off the Irish coast.

After three hours and 300 miles, they aborted, but disaster struck during fuel jettisoning when gasoline sprayed into Fitzmaurice’s eyes, blinding him temporarily. They emergency-landed on Ballybunion Beach, where seawater alleviated his injury, though the aircraft was damaged by sand ingestion.

Undeterred, Fitzmaurice joined the German crew for the 1928 flight. On April 12, as co-pilot aboard the Junkers W33 Bremen (D-1167)—a modified freighter with corrugated duralumin skin, a Junkers L5 engine, and 500 gallons of fuel—they took off from Baldonnel.

The team included pilot Captain Hermann Köhl and owner Baron Ehrenfried Günther Freiherr von Hünefeld. Flying low to evade headwinds, they encountered oil leaks, instrument failures, storms, and disorientation (briefly heading toward the North Pole). After 36.5 hours and 3,288 miles, they landed on ice-covered Greenly Island, Quebec, where the plane broke through the thawing surface, tilting dramatically but sparing the crew serious injury.

This first successful east-to-west crossing earned Fitzmaurice the U.S. Distinguished Flying Cross and the Freedom of Dublin. Parades in New York and Washington honored the crew, underscoring the flight’s geopolitical significance amid post-war tensions.

Aircraft He Flew

Fitzmaurice’s career spanned diverse aircraft, each marking a chapter in his legacy:

• World War I and RAF:
  • Avro trainers,
  • Sopwith fighters,
  • de Havilland DH.9A bombers,
  • Sopwith Snipe.
• Irish Civil War:
  • Bristol F.2B Fighters,
  • DH.9s.
• Transatlantic Attempts:
  • Fokker F.VIIa Princess Xenia (1927),
  • Junkers W33 Bremen (1928).

Later Life and Legacy

Post-flight, Fitzmaurice resigned from the Irish Air Corps in 1929, divorced in 1931, and lived in New York during the 1930s. He met Adolf Hitler in 1933 and reportedly witnessed the Reichstag fire. During World War II, he ran a club for veteran pilots in London. Returning to Ireland post-war, he was honored at Lufthansa’s Shannon-New York service inauguration in 1955. As the last surviving Bremen crew member, he attended commemorations in Germany in 1953.

Fitzmaurice passed away in Dublin on September 26, 1965, receiving a military funeral at Glasnevin Cemetery. His legacy endures: The aviation school at Baldonnel bears his name, and Irish postage stamps in 1978 and 1998 commemorate him. Though sometimes overshadowed, Fitzmaurice’s bravery inspires, reminding us of the pioneers who dared to bridge oceans and unite worlds.

In tribute, Col. James Fitzmaurice remains one of Ireland’s greatest aviators — a man whose valor in battle and the skies forged a path for future generations. His story is one of triumph over adversity, a beacon of Irish ingenuity and determination.