Update – Shorts 360-300

Evolution was inevitable and necessary to remain competitive and thus Shorts ultimately stretched the proven 330 during the early eighties to result in the 36 seat 360 of superior speed and seat economics around 15% better than its smaller sister.

The 360 has sold well and is the backbone of many successful regionals in both the UK and North America. At October 1987 there had been over 150 330s sold (including 18 C-23 Sherpas to the USAF) and over 160 360s either on order or option.

Time stands still for no man though and none more so than in aeronautical development. One thing that the Shorts did not have, that its competing squadrons of pressurised competitors did boast, was transit speed. Therefore, Shorts embarked upon a course during 1985/86 to produce the latest variant of the 360, designated the 360-300.

The 360-300 physically looks no different from a standard 360 except for six bladed Hartzell props and some minor aerodynamic drag-reducing modifications to struts and engine nacelles. Power has been increased via the proven Pratt & Whitney Canada PT6A-67R of 1424shp which have increased cruise speed to a healthy 216kts. Engine out performance has also been enhanced as has climb to cruise altitude and hot and high performance. Even at high speed cruise with a full payload of 36 pax and luggage, the 360-300 has a range with IFR reserves of just over 400nm. With 31 pax and long-range cruise settings, that figure increases to 636nm, a journey that would typically take a little over three and a half hours.

Other improvements to the -300 are a strengthened floor, to better accommodate heavy freight loads (the large forward cargo door remains as standard fit), improved reclining seats of greater comfort and lighter weight, Collins Praline II avionics, low pressure tyres and a Category II Collins autopilot.

The benefits of the Shorts, of course, are its relatively low cost of ownership and operation. The aircraft has deliberately been kept simple with this reflected in the per hour Direct Operating Costs against a vastly more sophisticated and pressurised competitor. The largest operator of 330/360s is Simmons in the USA who now fly as an American Eagle and Northwest Airlink feeder. Simmons operate a fleet of 41 Shorts which they proudly call their flying cash box. “Unbeatable over sectors of 150nm or less”, was how Simmons’ Chairman, Joel Murray, described his Shorts fleet. Hopefully, the uprated 360-300 will make the Shorts far more viable on longer sectors than before.

The primary Shorts 330/360 operator in Australia is, of course, Sunstate which uses the type in both Queensland and Victoria. As an Australian Airlines feeder, Sunstate looks set for substantial growth over the next few years as our airline system is liberalised and Australians move to place their trusted feeder into prime markets to ensure their own intrastate on carriage amongst a sea of Ansett regionals. When this happens, it is a sure bet that Bevan Whitaker’s Sunstate will look first to the Shorts 360-300, as the steed on which to hang their ledger.