The end o f the Stirling prototype's maiden flight L7600 betrayed by a binding brake, on 14th May 1939. structure owed much to that of the Empire Class Hying boats and was basically of two-spar construction covered by aluminium alloy sheet flush-riveted to the spars and rib members. The Stirling differed from the flying boats by having lattice-braced ribs for torsion box bracing in the spar truss. Gouge-type trailing edge flaps were used and these were equal to 48 percent, of the wing chord. Space within the wing was well utilised for fuel tanks: four large tanks were housed inside the spar truss, two between the spar and the flap shroud and one in the wing root leading edge, to give a total fixed fuel capacity of 2,254 gallons. All tanks were self sealing except those in the wing root leading edges which were used only for maximum-range sorties and which were emptied immediately after take-off. The fixed tankage could be augmented by six ferry tanks carried in the wing bomb cells to increase available fuel by 220 gallons. The Mark I Series I Stirlings used Hercules II engines in full monocoque nacelles but when the Hercules XI became available Shorts redesigned the power units to incorporate engine mountings of welded tube framework for aversion known as the Mark I Series II. Complete Bristol-designed power units became available later and all subsequent Mark I Stirlings were known as the Series III. The Hercules XI was a fourteen-cylinder double Second prototype Stirling L7605, with strengthened undercarriage N3635, the first production aircraft from Rochester 5
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