Editing Short Stirling (section)

===Flying characteristics===
[[File:Short Stirling TR03.jpg|thumb|upright|Ground crew performing maintenance]]

Pilot accounts generally report that, once airborne, the Short Stirling was a delight to fly, surprisingly manoeuvrable for such a large aircraft and without any vices. According to Norris, the Stirling was "more manoeuvreable and responsive than any other aircraft in its class".<ref name = "norris 3"/> The shortcomings of the aircraft in terms of lower ceiling and limited range are largely forgiven in pilot autobiographies.<ref>{{Harvnb|Peden|1997|p=227}}</ref> The Stirling did, however, exhibit some vicious flying characteristics during takeoff and landings.

As a class, the large and heavy four-engined [[conventional landing gear|tail-wheeled]] bombers such as the Stirling, [[Handley Page Halifax]], [[Avro Lancaster]] and [[Boeing B-17 Flying Fortress]] could be a handful on takeoff and landing, more so for relatively young and inexperienced new pilots who formed the vast majority of the expanding Commonwealth and American air forces. Later heavy bomber designs such as the [[Consolidated B-24 Liberator]] and [[Boeing B-29 Superfortress]] used a nose-wheel (tricycle) configuration as did most successful four engined commercial aircraft in the post-war years. [[Tricycle landing gear|Tricycle geared aircraft]] are typically easier to control on takeoff, landing and during taxiing, and also make for easier cargo loading and servicing as the cabin, engines and other systems are closer to the ground. The long undercarriage of the Stirling was a result of a request by the RAF who sought to increase the [[Angle of incidence (aerodynamics)|wing incidence]].<ref name = "norris 3"/>{{refn|According to Geoffrey Norris, Shorts had sought to adopt a larger wingspan for the Stirling to improve its performance but were overruled and this was to the type's detriment during its service.<ref name = "norris 16">{{harvnb|Norris|1966|p=16}}</ref>|group=N}}

The Short Stirling had particularly challenging flying characteristics on takeoff and landing, even in comparison with other tail-wheeled contemporaries. After a series of serious accidents and total aircraft losses involving uncontrolled ground loops on takeoff, the Royal Air Force implemented a special training and certification programme for all prospective Stirling pilots. Proper takeoff technique involved feeding in right engine throttle during the initial 20 seconds of the takeoff run until the rudder became effective for control. If all four throttles were advanced simultaneously, the aircraft would swing to the right, become uncontrollable and often collapse the landing gear which could be disastrous if the aircraft was loaded with bombs and fuel.<ref name="Paden p232-3">{{Harvnb|Peden|1997|pp=232–233}}</ref>

On flare-out for landing, the Short Stirling exhibited a tendency to suddenly stall and "drop like a stone" to the runway. With such a heavy aircraft, a "dropped" landing could cause serious structural damage.<ref name="Paden p232-3"/> During its service life, it was not unknown for "dropped" landings to render Stirlings or other large four-engined bombers write-offs and suitable only for parts.