Business use [with advantage, speed, convenience, privacy, flexibility, directness and avoidance of interruptions\/ restrictions] He certainly would later when he piloted a Cessna 414A \u201cChancellor\u201d [Registered G-Prix 1 RZ aircraft No 414A-0049 registered to Group Lotus, Hethel; c 1979. – Coincidently this plane would weigh 4365 lbs \/ 1980 kg approx and be capable of estimated 270 mph]<\/p>\n

Colin Chapman, Lotus and the Extrapolation of Aviation Technology &Aerodynamics<\/strong>
\nChapman\u2019s knowledge was varied, extensive and applied. As he learnt to fly and then competed a period in the RAF he would have studied and absorbed the theory and probably the forces that act upon an aeroplane. He also probably read very widely in the subject of airframe design. [See references to The Areoplane and Flight below] Its possible that the contemporary war time airframe concepts entered his thinking [e.g. the Barnes Wallis geodetic form of lattice frame that comprised the Wellington and the Warren truss \/ girder welded tubular steel frame of the Hurricane The main considerations for an aero plane is that they should be lightweight, able to withstand flight loads landing loads, a wide range of vibration, The resultant structure are intended to direct loads into either tension or compression. Every part of the aircraft must be planned to carry the loads imposed upon it.<\/p>\n

Within aeronautical engineering and commercial operation lightness is of considerable benefit. The resultant engineering produced a design philosophy and methodology directed towards maximum lightness with the use of the most suitable materials and construction techniques available. In the initial stages of Lotus development its probable that Chapman applied this thinking towards chassis and the Lotus Mk.VI seems to show some evidence of the cross over. [I.e. from the Wellington]<\/p>\n

Its very probable that Chapman retained a life long interest in aviation technology and as it advanced into monocoque fuselage with aluminum and carbon fiber materials he saw within the potential for basing a car on similar principles.<\/p>\n

As speed increased he had to look towards aerodynamics as well.<\/p>\n

In the early days sophistication was a perquisite, as he had to compensate for inferior engine power. He turned to Frank Costin for expert advice. [See A&R article]
\nIn the search for advantage no serious detail would be neglected.
\nChapman included significant aerodynamic thinking in the following Lotus cars:
\nMk.III
\nMk.VIII,IX,X and Eleven<\/strong>
\nElite
\nEuropa
\nType 25
\nType 72
\nType 78<\/strong>
\nType 79
\nType 88
\nType 108 [pursuit bike]
\nType 111 Elise<\/p>\n

In the early days Chapman\u2019s main concern was for aerodynamic efficiency and primarily the cars ability to move through the air with the minimum of resistance improving its speed and maximizing limited engine output. He turned to Frank Costin and success was achieved. Chapman\u2019s chassis and handling advantage was accentuated by the complementary aerodynamics.
\nThe Elite is a beautiful example that had a very low cd. With the resultant improvements mentioned and again work by Costin.<\/p>\n

Its natural and progression that Chapman would wish to capitalize on his knowledge of performance and handling particularly in the F1 context. How this was to be achieved was the question. From the 60\u2019s on wards there had been some investigation and Chaparral pointed the way. Later wings were used but these were \u201ccompensation\u201d and only partially utilized the physical forces available.<\/p>\n

It\u2019s possible that Chapman grasped the conceptual theoretical potential or mixed this with intuition and instigated exploration to exploit the physical properties. A wing on a plane helps generate lift. In a racing car the desired effect is to reverse the direction so the air force exerts down on the car. This would deliver higher concerning hence to better braking and ultimately safety. It seems that Chapman may have commissioned research in the USA [Shaun Buckley] and engaged his other engineers\/ designers Tony Rudd, Peter Wright and Martin Ogilvie .The product was the Lotus 78 \u201cGround Effect\u201d cars. [Detailed A&R articles to follow] These would transform F1 and have in many respects determined F1 practice to the present day. The \u201cTwin Chassis\u201d Lotus 88 was possibly the ultimate expression of the principles sadly due to it being banned we are unable to know to what extent it might have achieved success in competition. It deserves analysis for its conceptual content and application of principles<\/p>\n

After Chapman\u2019s death Lotus had success with the 108 Pursuit bike and its refinement due to aerodynamic shaping and development. Later considerable commercial success came with the Elise in 1996. Although aerodynamics was not the exclusive feature of this car it was the totally integrated package that was so devastating and the application of modern aviation technology based on aluminum.<\/p>\n

Colin Chapman and Micro- Lights<\/strong>
\nChapman\u2019s interest in the micro lights is very revealing and in many respects represents much about his methodology and business acumen.
\nHe came to the micro lights after boat building that had not been totally commercially successful. Micro lights had grown out of hang gliders and were building following in the late seventies. The micro lights would occupy him until his death. We don\u2019t know what might have happened if he had lived.
\nThe editors would postulate that the micro light project represented the following advantages to Chapman:<\/p>\n