So I can't do a manualy sartup or shut down and have to resort to control + e to start.

I have done a full reinstall, didn't work.

I'm on 4.4 and I suspect it may be the issue but not sure.

Anyone have any ideas?

just bought the Short 360 and love it, but ... for some reason the trim reacts really sluggish in autopilot alt hold.

I fly her to desired altitude, set for cruise and trim, then set AP on ALT. It keeps alt but starts to gyrate in elevation pretty quickly. It seems due to very slow responding of the trim to the AP, thus it starts "chasing its own tail" by ever increasing values, eventually to -20 and +15 deg of trim. Eventually it goes into overspeeds and stalls. When trimming in manual the trimwheel goes much faster than on AP. Any pointers on solving this?

Thanks/ Carlos .

I was closing the door behind me in the plane while trying to move around mid flight and accidentally hit the control lock.  I clicked on it and it came off of the throttles but the throttle wont go over flight idle.  Whats going on here?

Any suggestions please?  Is there a joystick calibration needed?/

Ron

I just noticed thay in the product description and in some videos this package includes ground vibrations, but I,m not having any vib during ground rolls not even ground roll  sounds, is there anyway to activate this? 

I am using the correct email and the correct (copy and paste) serial. Anybody else with this problem?

If you change it the following way you will have a nice slow spool up with basically no RPM and torque overshoot.  Engine response will be a faster as well.

[TurbineEngineData]
fuel_flow_gain.0 = 35, 0.001              
fuel_flow_gain.1 = 40, 0.008
fuel_flow_gain.2 = 65,  0.01
fuel_flow_gain.3 = 69,  0.04  
//fuel_flow_gain          = 0.03     

Doug

DIeter Dressel

1- Air Santo Domingo / Aerolineas Santo Domingo

2- Servicios Aereos Profesionales (SAP):   Service mostly to intl airlines crew transportation among DO airports.

3- Roblex Aviation:    Based in PR, is another good paint for Caribbean Operations of this historic bird

Txs

There isn't a ton of information readily available about the systems operation of the Shorts.  Not that Carenado is known for making a grand effort, but there are a number of glaring issues that make it very hard to pretend that you're trying to follow a procedure.  I spent some time with the only readily available POM I could find here (linked elsewhere in this forum...h/t whoever it was that posted it first): http://www.avialogs.com/viewer/avialogs-documentviewer.php?id=2513 .  As it is a POM, it is not a full training document, but a general overview of systems.  However, I was able to glean some basic points that I sent to Carenado.

So the systems are horrendous, but I mean..It's a really nice model of a mostly un-loved workhorse...and they animated the fans!

-----------------------------------------------------

Exterior model: the left landing light has its lens illumination tied to taxi lights by mistake.

Engines:

-The RTOP/AUTOFEATHER buttons above the engine gauges should not be buttons.  They are just indicator lights and the top and bottom halves are separate lights (i.e. ARM vs. ON).

-Autofeather is always available in the SD360 as far as I can tell.  The only switch it has is the TEST switch on the co-pilot's side, but otherwise it's always on, so the autofeather ARM/ON lights should be working as they would in a King Air (for example).

-RTOP ARM should be displayed when the respective RESERVE POWER switch on the overhead is turned on and both engines are above 88% Ng (so basically the same conditions as the AUTOFEATHER ARM light).  If there was engine failure, RTOP ON would illuminate on the good engine side, and the dead engine side would go blank.  If both engines are off and you turn the RESERVE POWER switches ON, then both RTOP ON lights illuminate...this is the pre-flight test for this system.

Bleed air/environmental:

-The bleed switches are the two small black buttons at the top that light up "P2.5/P3" when they are pressed. Right now the MAIN FAN switch is controlling the bleed valves (or at least the two valve indicators)...that's not right. The manual says that the P3 valves should take a few second to open, so I bet the P3 text inside the button wouldn't light up for a few seconds after each button is pressed to turn the bleeds on.

-The valve indicator for the MAIN FAN/RAM AIR switch and the two indicators for the GASPER/RAM AIR switches are showing the valves are open when the fan is on.  The valves should ONLY show open when these switches are placed in RAM AIR.

Hydraulic:

The hyd. press gauge is always showing 3000 psi.  It should only show pressure if at least one engine is running & the hyd pump on the running engine is on.

Lights:

The emergency exit lights switch is missing its labels.  As with most planes, there is a little light above the switch to show that the lights are on.  That light would only come on if the emergency lights switch is ON...or if the switch is ARMED but you lose all electrical power (both generators and battery).

Anti-ice:

Why is all the anti-ice equipment is "EQUIPMENT DEACTIVATED"?  I guess we have an airplane that's only flying around the Caribbean islands.  

The bleed air SHUT/NORM switches only control is bleed air is available to the de-ice boots.  The 5 green lights on that panel show when each section if the boots is firing based on the timer.  The TIMER switch is what causes the boots to activate in sequence.  The TIMER switch has three positions 3 min cycle (UP), 1 min cycle (LEFT), off (centered).  Right now it has no effect.  [[The way it looks now...you open the air supply for your boots and the wing boots all inflate continuously and nothing happens on the tail...yep, that's definitely not airworthy and should be MEL'd, but they think people want to pay for surprises like this?]]

Fuel:

The three valve indicators on this panel should also be clickable push buttons as well.  The first is the CROSSFEED button that's down near the bottom of the fuel panel.  The two button next to the fuel gauges are the levelling valves...right now, the indications there are linked to the BOOSTER PUMP switches, which is not right.  You open/close the levelling valves independently by pressing the on the button/indicator.

Electrical:

There are a few problems here.

-The two Volt/Amp meters next to the left/right gen switches should always show battery voltage as a minimum.  Same for TAIL BAT voltmeter.  These go to zero if the generators are off, so right now you have no way to see battery voltage.

-The GROUND SERVICES & RIGHT SHED BUS switches are normally left in NORM.  In that case, the indicators below each switch should show that the bus is connected (green) only if the respective generator is online.  If you put the switches to O/RIDE, then that forces the bus to connect, even if the generator on that side is OFF.  EMG always forces that bus to disconnect.

-The bus tie indicator at the bottom of the electrical panel appears to be blanked out at the moment.  It should be controlled by the COUPLE position of the generator switches.  If one of the generators is placed in COUPLE, then the bus tie should close (show green along the line) and the working generator will power everything.  This situation would also bring power to the GROUND SERVICE/SHED BUS on the other side, assuming that its switch is in NORM.  Right now, the COUPLE switches do nothing except turn off the respective generator...COUPLE controls the bus tie, but it should leave the generator online.

I tried to follow the cold and dark start up procedures but cannot locate most of the switches on the checklist.

I could be blind but is there anything that shows where these switches are located? I followed the picture that gives the panel locations but the still don't see the switches.

Thanks

Doug