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Name SD3-360
Manufacturer SHORT
Body Narrow
Wing Fixed Wing
Position High wing (wing struts)
Tail Regular tail, mid set
WTC Medium
Type code L2T
Engine Turboprop
Engine count Multi
Position (Front) Wing leading mounted
Landing gear Tricycle retractable
Mass group 3

Manufacturered as:



SHORT SD3-360 SHORT SD3-360 3D


Regional airliner. In service since 1982. Stretched, conventional tail development of SHORT 330. Improved version 360-300 since 1987. Freighter version 330-300F.

Technical Data

Wing span 22.8 m74.803 ft <br />
Length 21.6 m70.866 ft <br />
Height 7.3 m23.95 ft <br />
Powerplant 2 x 1.294 SHP P&W PT6A-65R turboprops with 5 blade propellers.

300: 2 x 1.424 SHP P&W PT6A-67R turboprops with 6 blade propellers.

Engine model Pratt & Whitney Canada PT6

Performance Data

Take-Off Initial Climb
(to 5000 ft)
Initial Climb
(to FL150)
Initial Climb
(to FL240)
MACH Climb Cruise Initial Descent
(to FL240)
(to FL100)
Descent (FL100
& below)
V2 (IAS) 110 kts IAS 140 kts IAS 170 kts IAS 170 kts MACH TAS 210 kts MACH IAS 180 kts IAS kts Vapp (IAS) 100 kts
Distance 1300 m ROC 1000 ft/min ROC 500 ft/min ROC 500 ft/min ROC ft/min MACH ROD ft/min ROD 800 ft/min MCS kts Distance 1100 m
MTOW 1230012,300 kg <br />12.3 tonnes <br /> kg Ceiling FL220 ROD ft/min APC B
WTC M Range 10001,000 nm <br />1,852,000 m <br />1,852 km <br />6,076,115.49 ft <br /> NM

Accidents & Serious Incidents involving SH36

  • SH36 / SH36, manoeuvring, Watertown WI USA, 2006 (On 5 February 2006, two Shorts SD-360-300 aircraft collided in mid air while in formation near Watertown, WI, USA; both aircraft suffered damage. One aircraft experienced loss of control and impacted terrain while the other made an emergency landing, overunning the runway, at a nearby airport.)
  • SH36, vicinity East Midlands UK, 1986 (On 31 January 1986, at night during an instrument approach, a Shorts SD3-60 operated by Aer Lingus Commuter experienced a loss of control attributed to airframe ice accretion. When fully established on the Instrument Landing System (ILS), the aircraft began a series of divergent rolling oscillations which were accompanied by a very high rate of descent. The crew was able to regain control of the aircraft just before contact with power cables and subsequent impact with terrain near East Midlands Airport.)
  • SH36, vicinity Edinburgh UK, 2001 (On 27 February 2001, a Loganair SD3-60 lost all power on both engines soon after take off from Edinburgh. An attempt to ditch in the Firth or Forth in rough seas resulted in the break up and sinking of the aircraft and neither pilot survived. The loss of power was attributed to the release of previously accumulated frozen deposits into the engine core when the engine anti icing systems were selected on whilst climbing through 2200 feet. These frozen deposits were considered to have accumulated whilst the aircraft had been parked prior to flight without engine intake blanks fitted.)
  • SH36, vicinity Marsa Brega Libya, 2000 (On 13 January 2000, a Shorts SD3-60 suffered a double engine failure on approach to Marsa Brega, Libya, attributed to failure to use engine anti-icing during flight in icing conditions. The aircraft ditched into the sea and was destroyed by impact forces.)
  • SH36, vicinity Oshawa ON Canada, 2004 (On 16 December 2004, an Air Cargo Carriers Shorts SD3-60 attempted to land at Oshawa at night on a runway covered with 12.5mm of wet snow which did not offer the required landing distance. After unexpectedly poor deceleration despite selection of reverse propeller pitch, full power was applied and actions for a go around were taken. Although the aircraft then became airborne in ground effect, it subsequently failed to achieve sufficient airspeed to sustain a climb and an aerodynamic stall was followed by impact with terrain and trees beyond the end of the runway. The aircraft was substantially damaged and both pilots sustained serious injuries but there was no post-crash fire)
  • SH36, vicinity Sint Maarten Eastern Caribbean, 2014 (On 29 October 2014, a Shorts SD 3-60 ceased its climb out soon after take-off and was subsequently found to have descended into the sea at increasing speed with the impact destroying the aircraft. The Investigation found that the aircraft had been airworthy prior to the crash and, noting a dark night departure and a significant authority gradient on the fight deck, concluded that the pilot flying had probably experienced a somatogravic illusion as the aircraft accelerated during flap retraction and made a required left turn. The extent of any intervention by the other pilot could not be determined.)