Country of origin:

United Kingdom

Description:

Long-range general reconnaissance flying-boat

Power Plant:

(Singapore III)

Two 418 kw (560 hp) Rolls Royce Kestrel IIIMS and two 418 kw (560 hp) Rolls Royce Kestrel IIMS twelve-cylinder VEE liquid-cooled engines

Specifications:

Armament:

Three 7.7 mm (0.303 in) Lewis machine guns in bow, amidships and tail positions; provision for up to 907 kg (2,000 lb) bombs

History:

The Singapore, the last biplane flying-boat built by Short, was designed for the RAF as a long-range general reconnaissance biplane, the first Singapore I (N179) flying in 1926, this aircraft being fitted with two 597 kw (800 hp) Rolls Royce H-10 engines.  One example of the Singapore I was used by Sir Alan Cobham on a flight around the African continent in 1927-28.  The first Singapore II (N246) was launched on 27 March 1930, this having four engines and introducing the triple tail form that the series was noted for which remained with the Mk III, the first of which (K3592) was flown in July 1934. Thirty-seven examples were built for the RAF.  They served in the United Kingdom and Singapore, and at one stage were involved in anti-piracy patrols during the Spanish Civil War, being based in Algeria.  The type remained in RAF service until 1939, a number ending up with the Flying Boat Training Unit at Calshot in Hampshire until 1942.

Short’s construction method for flying-boats was renowned for its strength.  In the Singapore I the underwater plating and wing-tip floats were built of stainless steel instead of duralumin.  The four engines were set in two streamlined nacelles, each of which was mounted on a single pair of vertical struts.  The prototype Singapore II (N246) was taken to the Marine Aircraft Experimental Establishment at Felixstowe where it was found the single rudder was inadequate. A new tail was designed and installed, and up-rated Rolls Royce Kestrel engines were installed.

For the Singapore III a new all-duralumin fuselage bottom of improved design was used, the pilots’ cockpit was glazed, and an initial contract was awarded for four pre-production aircraft.  This was followed by a batch of nine (K4577 to K4585), and further orders were placed, including 16 (K6907 to K6922), plus a further four (K8565 to K8568).  The final batch comprised four aircraft (K8856 to K8859) which were delivered by June 1937.  First unit to receive the type was No 230 Squadron RAF.  This unit flew its five aircraft to join the Far East Command at Seletar in Singapore and operated them there until they were replaced by Short Sunderlands in mid 1938, the Singapores being transferred to No 205 Squadron which already had three Singapores.  When war in Europe broke out the Singapores were camouflaged and commenced patrol work until replaced by Consolidated Catalinas in April 1941.  No 203 Squadron RAF used the type from Aden, Yemen during the Abyssinian crisis.  This unit later converted to Bristol Blenheims and the Singapore IIIs were left moored in Aden Harbour, later being scrapped.

The Singapore also operated with the RNZAF.  On 14 October 1941 four aircraft (K6916, K6918, K6912 and K6917) were formally transferred from the RAF in Singapore, crews arriving in Seletar on 7 September for training with No 205 Squadron RAF.  The first two (K6916 and K6917) left on 16 October flying via Batavia, Sourabaya, Koepang, Darwin, Groote Eylandt, Thursday Island, Port Moresby, Samari, Gizo in the Solomon Islands, arriving in Fiji on 18 October.  The other two (K6912 and K6918) left Seletar on 13 December 1941 and arrived in Suva on 24 December.  K6917 had a problem when a Kestrel engine failed at Tulagi, north of Guadalcanal. A replacement was shipped from Port Moresby, PNG and an engine change was carried out.

On 8 November 1941 No 5 Squadron RNZAF was formed, and on 24 June 1942 it was re-designated No 5 (Army Co-operation) Squadron.  Its base was at Lauthala Bay near Suva.  At this stage it comprised a general reconnaissance flight with three Singapores, and a Vickers Vincent flight.  Maritime reconnaissance patrols commenced in January 1942 and were generally to the south of Fiji, and for the most part were uneventful.

Accommodation was comfortable.  There was a wardroom for the officers, and a mess for the airmen, separated by a bulkhead.  The crew comprised two pilots, two engine fitters, a rigger and a wireless operator. It is known on occasions Fijian ground crew were taken on some operations and one was known for making scones in the galley.  On 10 July 1942 a Singapore crew sighted a surfaced submarine and attacked with two 113 kw (250 lb) bombs. It was claimed as a sinking but it was never ratified.

In late February 1943 the Singapore Flying-Boat Flight was formed as an interim measure pending the arrival of No 6 Squadron with Catalinas, and operations began on 2 March 1943.  The last patrol was on 16 April 1943.  Lack of spares forced the withdrawal of the three survivors and attempts were made to break up two of them up with axes and a bulldozer.  These attempts were not successful and some little time later in April 1943 the aircraft were filled with concrete and rubbish, towed into Laucala Bay and the hull bottoms blown out.  It is interesting to note a week later a freighter docked in Suva with a large consignment of spare parts from the United Kingdom to keep the Singapores airworthy and in service but it was too late.

The aircraft histories are: K6912 (c/n S.823) was delivered to Felixstowe on 22 May 1936.  It operated with No 230 Squadron RAF and was sent to the Far East in October 1936.  It was operated in New Zealand; with the No 205 Squadron code FV-4 and RAF serial, RNZAF serials not being applied to the series.  With No 5 Squadron RNZAF it was coded OT-A.  It made its final flight on 16 April 1943 and was later scuttled.

K6916 (c/n S.827) was delivered to No 210 Squadron on 31 July 1936.  It was transferred to No 230 Squadron in September that year and flown to the Far East in October 1936.  With the RNZAF it was coded OT-D.  It was damaged badly on 17 December 1941 when a take-off was abandoned and the aircraft ran onto a mud bank.  It was written off in July 1942 and broken up for spares.

K6917 (c/n S.828) was delivered to No 210 Squadron on 27 August 1936.  It operated with No 209 and 230 Squadrons and went to the Far East in October 1936. With the RNZAF it was coded OT-B and withdrawn from use in November 1942.  It was stripped of useful parts and sold as a houseboat in Fiji.

K6918 (c/n S.829) was delivered to No 230 Squadron on 7 September 1936 and sent to the Far East in October 1936.  It saw service with No 205 Squadron and with the RNZAF was coded OT-C.  Like the others it was not issued with an RNZAF serial.  It was scuttled at Lauthala Bay in 91 m (300 ft) of water.  The last patrol by a Singapore of No 5 Squadron was made on 27 November 1942 (K6918).  This and another aircraft (K6912) were then beached awaiting disposal.  The Squadron was disbanded on 22 January 1943.

In May 1936 Qantas set about making a survey of the Singapore to Sydney route for future proposed services to Europe, this being conducted by Hudson Fysh (Qantas), Fl Lt A E Hempel (Commonwealth Government), A R McComb (Civil Aviation Branch), and Major H G Brackley (Superintendent IAL Flying Operations) using a Short Singapore III (K4581) obtained on loan from the RAF.  On board was a crew of ten under the command of Flt Lt Riccard, flying via Klabat Bay, Banka Island, Sourabaya, Koepang and on to Darwin.  A landing was made on the Roper River, then on to Mornington Island Mission, Karumba, Townsville and down the coast to Bowen, Brisbane and Sydney.  As a result of this and further surveys, Groot Eylandt was chosen as the base in the Gulf of Carpentaria, with Townsville as another base and Bowen for emergencies, and on to Hamilton in Brisbane and Rose Bay in Sydney.