Flight, September 1937

SWAN and CYGNET
Advance Details of the C. W. Swan Light Transport and the Production-type Cygnet

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Cygnet Production

   All being well the Swan should fly in about a year's time. Meanwhile Cygnet production is proceeding steadily, a batch of twenty of these intriguing little two-seaters having been ordered. All will be powered with the 130 h.p. Gipsy Major I and, embodying aerodynamic and structural refinements suggested during trials with the prototype, should be capable of 150 m.p.h. The upholstery will be by Abbey Coachwork. One of the more prominent alterations has been made in the seating arrangements: there is now a single bench-type seat and a central control column. If need be dual sticks can be easily arranged on the cross-shaft. There is space for two large, specially designed suit cases and accommodation for golf bags down the "tadpole" tail quite apart from other space behind the seat.
   The screen (in two half-spheres with no flats - made of Plastilume-moulded acetate sheeting) and roof portion of the production machines will blend more smoothly with the general lines. A standard dash arrangement has been evolved; this has a central panel and two lockers. The panel is hinged at it's base for inspection of the leads. Special instruments or a Sperry panel can be arranged on the pilot's side in place of the locker.
   The latest Cygnet has its flaps in two portions, there being no central section as on the prototype. Mechanical operation is specified. Another change is the introduction of double the dihedral (now 10 deg.), making for better stability. The rudder and wheels will be larger than on the prototype.
   A South African trip has been arranged for the Cygnet demonstrator which should be finished in about three weeks.
   The manufacturers are highly enthusiastic about the results they have obtained with Noral NA57S strain-hardened aluminium alloy for structural parts and skin surfaces. This material, produced by the Northern Aluminium Co., Ltd., is claimed to possess high resistance against corrosion, to have adequate strength combined with ductility and to be comparatively cheap.
   Apart from their work on the Cygnets and the Swan, C. W. Aircraft are taking in some substantial sub-contracts at their new works in Oxford Avenue, Trading Estate, Slough.

Flight, February 1938

IN PRODUCTION FORM

The Final Version of the C.W.A. Cygnet Major : Special Luggage Arrangements : Air Impressions
By H. A. TAYLOR

   SINCE the Cygnet is the first all-metal light aeroplane to be produced in this country, it is somewhat natural that emphasis should previously have been laid on structural considerations. Now that the final version has been flying for some time, and that delivery of the first of a production batch can be expected in April or May, one can forget the interesting internals and treat the Cygnet simply as a flying machine designed for use by the private owner, the charter firm, or the club.
   In any case, there have been no changes in the essential structure, in which Alclad, by Northern Aluminium, plays a large part, since the machine first made its appearance last year. There has been a slight increase in the rudder area and in the dihedral, improvements in the control system, and the cabin top has been entirely redesigned with a convincing change for the better in the general appearance of the machine. A very real attempt has been made in the design of this cabin top to give the pilot and the passenger the maximum possible range of vision, and to this end almost the entire surface as far as the rear of the luggage compartment is transparent. The transparencies, with the new moulded windscreen, are the work of Plastilume Products.
   The occupants sit well for­ward so that the landing and navigation view over the lead­ing edge is excellent, while it is possible to see over the entire rearward horizon before the take-off. The only slight failure in the range of vision concerns the tail-down taxying view, which demands a certain amount of rubber-necking (or occasional deviations from the straight path) in order to make sure that there are no obstructions on the port side. In order that there shall be plenty of head room consistent with low drag, the occupants sit fairly low down, but even so the nose cowling, in cruising attitude, lies well below the level of the horizon.
   The stowing of difierent shapes and sizes of suit cases and the necessity lor strapping them down firmly to make sure that they are not dislodged in bumps, is always something of a worry, and the designers of the Cygnet have dealt with the problem by the simple means of providing special suitcases of ample capacity which are placed firmly in recesses. In addition there is a long, narrow space behind the luggage compartment where, for instance, two sets of golf clubs may be stowed, and there is still ample room for all the odds and ends which are invariably added at the last moment. On both sides of the standard instrument panel are two sizeable lockers, each with a lid, and the one on the starboard side may be used, if necessary, for the disposition of any special blind-flying instruments, such as a Sperry panel, which the prospective owner may care to have fitted. The standard panel is supported on special vibration-proof Lord mountings which at the same time act as hinges, so that the entire panel may, on the removal of attachments at the top, be swung downwards in order that the connections may be inspected.
   The arrangement of the controls includes normal dual rudder-bars with a single central control stick. Provision has. however, been made for the incorporation of two separate sticks, and it is possible that the standard version of the Cygnet will be so equipped. There are certain objections to a central position for this important item and the tendency is for the pilot to fly and land with the left wing down.
   In order that the cabin proper shall not be unduly encumbered, the direct-operation flap-lever is arranged immediately beside the seat in a suitable recess, while the Bendix type of "walking-stick-handle" brake lever is conveniently reached but not in the way, placed as it is below the throttle quadrant. The compass is mounted on the floor between the two occupants and the fuel control is in full view immediately be­low the dashboard, so that there is no possible excuse for leaving this tap in "off" position. Certain changes may be made later to the instruments, though their general arrangement will be unaltered. At the moment the Korect Depth Gauge people are responsible for some of them and it is possible that in due course they will turn out the entire equipment in suitably matched form. Soundproofing. Ltd., have been responsible for the general furnishing and soundproofing arrangements, and these, I believe, form their first successful essay in such specialised work.

Speed Tests

   Since the first of the production machines made its appearance the weather has not been suitable either for speed tests over a measured course or for such tests as those for rate of climb. In its unfinished form the machine covered a two-way course on full throttle at about 146 m.p.h., and the smoothness of the final finish should add 2 or 3 m.p.h. to this figure. The pitot head had not, when I flew the machine, been tested for position error and the readings could not be taken too seriously. However, after giving the machine plenty of time to gather speed these were 120 at 2,100 r.p.m. and a little less than 140 m.p.h. on full throttle. The runs were made in air which was far from smooth at 3,000ft., and the corrected figures, for what they are worth, would be 126 and 146 m.p.h.
   The bumps, which were directly caused by a fairly strong and gusty wind at lower levels and by the usual currents near the 4,000-foot cloud level, prevented any serious attempts at hands and/or feet off flying. The machine would fly with comparative accuracy on the stick alone, but the bumps caused a yawing motion which could not be immediately corrected. However, Mr. Wynne-Eyton, who has carried out all the more recent test flying, says that in smooth air the machine flies quite well without use of the rudder. At cruising revolutions a certain amount of rudder correction is required and it will be necessary to fit a rudder bias before the machine could be left to fly entirely happily by itself.
   This wind, which was blowing at about 10 or 15 m.p.h. at ground level, also militated against any estimation of a take­off run. In the circumstances this run, when the machine was flown either two or one up, seemed to be well below the 120 yards which is officially given, and the machine can safely be pulled oh the ground at or near the stall and will afterwards gather speed at quite a considerable climbing angle. I found that, contrary to usual low-wing characteristics, the machine would fly itself off if the take-off was made without lifting the tail too high. For the shortest possible length of run it would probably be better to hold the tail well up and to pull the Cygnet off the ground when the needle moved beyond the 40 m.p.h. mark.
   The controls are smooth and nicely balanced and only at very high speeds were the ailerons at all heavy in operation. I did not fly the machine in its original form, but I am told that, though considered quite satisfactory at the time, the controls have undergone an all-round improvement.
   Half-hearted stalling experiments at a very safe height (the machine has not yet been put through its spinning tests) showed that this stall, with flaps either up or down, was quite harmless and, if carried to its logical conclusion, resulted only in a momentary drop of the nose and, sometimes, of one wing. Aileron and rudder control faded out at practically the same moment, apparently a few miles an hour above the actual stalling speed.
   A virtually infinite variety of positions is provided for the flap lever, and if the machine is not too near the ground or flying very slowly, this variety of positions can be used to adjust the approach angle without using the motor. The flaps do not extend right across but are in two separate portions, and, while being amply powerful for steepening the approach angle, are not so powerful that the pilot is left with little time to make an accurate hold-off or that the change of angle is dangerously great.
   The process of landing is simplicity itself. The elevator control is gentle in its effect and there is a sufficiently marked lag to prevent any pump-handling. It is possible, by a very full movement at the last moment, to effect a tail-first touch­down, and after the first landing, which was slightly “one-two,” I found that the most satisfactory landings could be made without using the entire elevator movement. The differences in elevator load between full throttle and closed throttle, with the flaps up or down, is very slight and, after setting the trimmer so that the machine flew level correctly at cruising revolutions, I did not use it again. In its present form the control, which consists of a small knurled knob working on a quick thread to tighten a spring, is inconveniently-placed. This, however, is to be altered in due course.
   It is almost impossible to make any fair judgment in the matter of noise, and most of that heard in the Cygnet cabin appears to be caused by the airflow. It is, however, possible to converse at the cruising speed without unduly raising the voice, and the arrangement of stops will prevent the windows from opening very slightly and thus increasing the volume of sound. On the ground the rear of the fuselage acts as a kind of amplifying trumpet for the noises made by the tail wheel and, until one becomes accustomed to them, it is difficult to resist the temptation to get out and look to see if the wheel is still there At the present time Hanworth, where I flew the Cygnet, is very rough in parts, but the ample movement of the undercarriage legs smoothes things out once the tail is off the ground.
   The price of the Major-engined C.W. Cygnet has not yet been definitely settled, but it is likely to be in the immediate vicinity of £1,200

C.W. CYGNET.
130 H.P. Gipsy Major Engine.

Length 24 ft. 3 in.
Span 34 ft. 8 in.
Weight empty 1,200 lb.
All-up weight 1,000 lb.
Maximum speed 150 m.p.h.
Cruising speed 130 m.p.h.
Stalling speed 45 m.p.h.
Rate of climb at sea-level 850 ft./min.
Range 650 miles.
Makers : C.W. Aircraft, Ltd., Trading Estate, Slough, Bucks.

Flight, March 1938

British light aircraft

C.-W.

   IT is unfortunate that, for the moment at any rate, C-W. Aircraft do not fine it possible to proceed with the production of the Cygnet, which has a special interest as the first all-metal light aeroplane to appear on the British market. In its latest form, with a Gipsy Major engine and redesigned windscreen and cabin top, the Cygnet has distinctly handsome lines, and its general performance is well up to that of similar types.
   A great deal of care has been expended on the cabin and luggage arrangements, and, following minor modifications to the controls of the prototype, the machine has really pleasant flying qualities. The occupants sit side-by-side in a roomy cabin with ample transparent areas in essential places, and special suitcases have been designed in "built-in" form. Additionally, there, is plenty of space alt for the stowage of golf bags and the like, a large area behind the seats for smaller bags and oddments, and locker accommodation on either side of the instrument panel. Full dual control is provided
   The flap gear is now manually operated and the "braking" area, while be­ing ample to steepen the glide at reason­able speeds, does not kill the float too quickly from, say, 55 m.p.h. In its characteristics the Cygnet is very similar to any other low-winged machine of the same general layout, and the flaps-down stall is as innocuous as it should be.
   The company also have on the draw­ing board a high-efficiency twin-engined machine which could be used for feeder line, charter or luxury private-owner work. Its development, of course, rests upon what, we hope, are the temporary difficulties also concerned with the full production of the Cygnet for which, incidentally, the Slough works are stated to be ready tooled.

   SPECIFICATION: Span. 34ft. 6in.; length, 24ft. 3in.; all-up weight, 1,900 lb.; weight empty, 1,200 lb.; maximum speed, 150 m.p.h.; cruising speed. 130 m.p.h.; landing speed, 45 m.p.h.; initial rate of climb, 830ft./min.; range, 650 miles; price. £1,200. Makers: C-W. Aircraft, Oxford Avenue, Trading Estate, Slough, Bucks.

Flight, October 1938

British Sport and Training types

GENERAL AIRCRAFT
  
   EARLIER this year General Air­craft took over the manufacturing rights for the C.W. Cygnet two-seater cabin monoplane, which is still this country’s only all-metal, stressed-skin light machine. The company has decided to develop the machine into one in which stability and ease of handling will be the outstanding features. Already the tail has been modified to take twin fins and rudders, and in due course a tricycle undercarriage will be fitted.
   The existing machine is powered with a Gipsy Major engine, but pro­vision will be made for the fitting of a Cirrus Major or a Menasco C4S unit, according to the wishes of the purchaser. The structure of the Cygnet offers excellent opportunities for drop-hammer production, and by this means it is planned to manufacture a machine at a competitive price. The figures below refer to the prototype with the normal undercarriage and single fin and rudder.
   The Cygnet’s cabin has a transparent top extending to a low waist-line, and the screen is of the one-piece moulded type giving a wide range of vision. Split flaps are, of course, fitted.
   Cygnet data:- Span, 34ft. 6in.; length, 24ft. 3in.; all-up weight, 1.800 lb.; weight empty, 1,305 lb.; wing-loading, 10 Ib./sq. ft.; power-loading, 15 lb./h.p.; maximum speed, 148 m.p.h.; cruising speed at 70 per cent, power, 130 m.p.h.; stalling speed, 48 m.p.h.; rate of climb, 900 ft./min.; service ceiling, 16,000ft.; and cruising range, 460 miles.
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