Colin<\/strong> Chapman Museum<\/strong> and Education Centre Newsletter September 2012 <\/strong><\/p>\n New<\/strong>sletter – Number 38<\/strong><\/p>\n All previous articles relating to these are held on the website.<\/strong><\/p>\n 1. Lotus photos that have been donated<\/strong><\/p>\n The photos were taken by a Mr Bill Uylate in 1960 at Glenwood Motors and the Fox-Riverside Theater at 7th and Market ,Riverside California. Mr Ulyate has since passed on however his son, Ed, has kindly donated these to be be shared with our readers. We showed a number in our May newsletter and thought you might like to see a few more.<\/p>\n <\/a> <\/a> <\/a> <\/a><\/p>\n 2. Museums around the world you may not have heard of: Louwman Museum<\/strong><\/p>\n The Louwman Museum, the world’s oldest private collection vehicles, was established in 1934 by buying a Dodge which is still in the museum. The collection now includes more than two hundred thirty antique and classic cars. Experts consider the collection assembled by two generations of the Louwman family as one of the finest in the world. The Louwman Museum is not just a car collection. The collection represents a passion, love for and knowledge of the automobile in all its forms. Each car tells its own story and thereby provides its own contribution to history. They are mirrors of the culture.<\/p>\n Malta Classic Car Museum<\/a> – Island of Malta in the Mediterranean Sea – The aim of the “Classic Car Collection” is to educate and entertain visitors whilst trying to create awareness for the preservation of classic cars.<\/p>\n Marconi Automotive Museum<\/a> – A stroll into the Marconi Automotive Museum is a trip through life in the fast lane. Lots of fabulous fast cars, the likes of which the average auto aficionado can only dream of seeing. First opened in 1994 by Founder Dick Marconi, this Non-Profit Museum and Special Event Venue has accumulated an impressive 30 million-dollar collection of historical, exotic, and classic cars to stimulate and delight the senses.<\/p>\n <\/a> <\/a> <\/a><\/p>\n Leidsestraatweg 57 Tel. +31 (0)70 – 304 7373 3. Questions from our readers<\/strong><\/p>\n Hi Neil my name is Allan.36. I own a mk1 lotus cortina 1965 Which was left to me by my father. It’s in need of restoration. My father died 6 years ago at the age of 52. In the 6 years he’s been gone I’ve purchased lots of parts for the car. but not a wood rim steering wheel. I own a mint leather LL rim from a mk 2 lotus with brand new horn press. Lol. Do you know of any one, who wood! Have one hanging about lol. Allan.<\/p>\n (this is the second request we have had of this nature, if anyone who has a spare! wheel let us know and we will pass onto Allan)<\/p>\n 4. Colin Chapman, Lotus and British Aviation Technology<\/strong>.<\/p>\n Introduction<\/strong><\/p>\n The history of Colin Chapman and Lotus is intertwined with British Aviation technology.<\/p>\n The importance cannot be overstated.<\/p>\n Motoring and aviation technology have permeated and integrated into society and has been one of the most dominant technologies of the 20c.<\/p>\n In this article we will analyise the depth and breath of these interwoven connections. Colin Chapman was able to extrapolate technology and seize opportunities. This was because Chapman combined the skills or entrepreneur with that of non-aligned inventor \/ free\/ lateral thinker. His success was also due to the fact that he could undertake radical ideas because he also had a structured and disciplined approach. We see these skills and attitudes repeated on several occasion notably the motorboats and micro light projects. In this article we will explore this complex man and study the interaction \/ interconnectedness of aviation in both Lotus road, racing cars and micro lights. It will be necessary to look at theoretical concepts of aviation including weight, power, speed, economy and elegance. In subsequent issues we will take a deeper more forensic look at specific examples of aviation and how Chapman and Lotus mutated and extrapolated technologies.<\/p>\n Sociology of Aviation<\/strong> The First World War witnessed the expansion of aviation and gave it an overtone of romance and heroism. The era between the war saw the growth in air travel for an elite group and the construction of Brooklands cemented the affinity and connectedness \/ shared technologies of aviation and Motor Sport. The speed of transport and particularly aviation in the 1920\u2019s lent it self to a motif<\/p>\n Post War Aviation impacted on the public psyche at many levels. The aeroplane had contributed to success during the war; new technology was \u201csexy\u201d and brining National prestige. All those associated with the industry were in the vanguard and not least the pilots and test pilots. This was due to a combination of prestige, glamour elements of danger and salary. The engineers in the industry were considered the best. Shortly the commercial flight industry would also impact on leisure and holidays for the masses.<\/p>\n Aviation and War<\/strong> Other examples \u2013see spread sheet.<\/p>\n In each of these examples we see advanced design, engineering and materials based on the laws of mechanical efficiency and physics. The airplane is subject to enormous forces and these increase with speed, maneuverability, and payload. We are aware that car designers from the earliest days made crossover of technology but not all saw the fullest potential and mutation. Many manufacturers stayed with tried and tested methods either because of production costs or a belief the public would not buy into radical new concepts. [See A&R article on industrial Design and in particular Loewy] Britain had many aviation manufacturers but de Havilland had the greatest direct and indirect impact upon Lotus and subsequent British motor sport.<\/p>\n de Havilland.<\/em> Mosquito<\/em> The Comet.<\/em><\/p>\n The de Havilland 106 Comet was the world\u2019s first commercial jet airliner. Its believed it was developed and manufactured at Hatfield, Herts and first flew in 1949. Its thought that initial design and planning may have started in 1946 under Ronald Bishop. The concept provided for an all-metal low wing cantilever monoplane with 4 jet engines and an estimated empty weight of 75,400 lbs [34,200kg]<\/p>\n Although Chapman did not borrow directly from the Comet to inspire his cars he was aware of the technological theories and many of the collaborators who surrounded him and gave practical assistance worked at de Havilland. Chapman cannot be divorced from that level of thinking and sense of aspiration prevalent in Britain at he time.<\/p>\n The Wellington<\/em> The Hurricane<\/em> Colin Chapman\u2019s Direct Personal Experience [University Air Squadron, RAF, Private Pilot and Flying]<\/strong> 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> 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] 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. 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> To progress the idea he assembled a team that comprised:<\/p>\n Its thought that Colin was considering a \u201cLotus\u201d micro light i.e. closed cockpit coupe that would have resembled a small light aircraft [this would be consistent with potential set out above] .As in the past machines were bought in for evaluation and its believed they included a Aerolite Eagle and Eipper Quicksilver MX2. They were possibly aiming at a specification that would have achieved:<\/p>\n In the UK, David Cook was marketing the CFM Shadow micro light and was based in East Anglia. However the light aircraft and micro light industry was strong in America. Here the culture of freedom had developed a market for self-construction based around cheap, simple and light components. Chapman looked here for assistance and made contact with Jim Bede and Bert Rutan [who had experience of resin bonded reinforced glass fibre] Lotus at Hethel<\/strong> Lotus Publicity Material and Aviation Connotations<\/strong> The inference to be conveyed relates to occupation, status, and lifestyle and tapped into the \u201cexecutive jet\u201d owner of society. The Lotus was the complementary mode of land transport offering similar prerequisites<\/p>\n The Proposed CCM&EC.<\/strong> Conclusion.<\/strong> Reference:<\/strong> British Prototype Aircraft<\/em> See Reference\/Bibliography to A&R article on Lotus chassis design.<\/em><\/p>\n British Homebuilt Aircraft since 1920<\/em> The Lotus Book and Lotus Collectables<\/em><\/p>\n ColinChapman Lotus Engineering<\/em> Structure and Architecture<\/em> Taking to the Skies: British Aviation 1903-1939<\/em> Flying for Fun<\/em> Britain\u2019s Greatest Aircraft by Robert Jackson. Pen & Sword Aviation.2007 \u201cFlight\u201d Magazine Jan 16,1936, \u201cThe Aeroplane\u201d July 5,1939 & Nov 8,1940 [relating to the Wellington] The Science Museum Library: The Barnes Wallace Collection.<\/p>\n www.jpslotus.org<\/a><\/p>\n <\/p>\n <\/a><\/p>\n 5. James Bond and Lotus<\/strong><\/p>\n Introduction<\/strong><\/p>\n The editors were very aware of the Lotus connection with the James Bond franchise and had long planned an article drawing upon the product placement connection [see A&R articles on Product Placement \/The Avengers and The Prisoner]. Statistics suggest that one quarter of the world\u2019s population have seen at least seven James Bond films. [See some box office details given below]. This is phenomenal exposure and hence the privilege to appear and resultant sales opportunity. Bond reaches the audience demographics sought by FI sponsors. In this article we will explore in general the role of car in film and specifically look at the impact and consequence on the Lotus Esprit.<\/p>\n Ian Fleming<\/strong><\/p>\n Ian Flemming was British .He was born in 1908. He was educated at Eton and later became a journalist and banker. Interestingly he traveled in Russia in the 1930\u2019s with all the background on intrigue, double dealing and the lead up to the Second World War. James Bond and Popular Culture<\/strong><\/p>\n James Bond was a fictional character created by Ian Flemming. It has been suggested that the Bond figure was partly based on Ian Flemming\u2019s experiences character, taste and looks. Double-O- Seven [007] was portrayed as British secret agent\/ Intelligence Officer with a devil may care attitude to life. MI6 and On Her Majesty Secret Service employed him. The character portrayal was representative of Post War Britain when a new action hero was perhaps needed. Bond is also used as a \u201cbarometer of early 20c culture\u201d. Plot lines have been used to reflect the dynamics of world geo-politics since the Cold War. Some harsh critics would suggest the character as very much two dimensional and pandering to:<\/p>\n Some would contest that the Bond films are formulistic and they have predictable contents which includes:<\/p>\n However the success of the Bond films has been attributed to:<\/p>\n The first of the film franchise commenced with Dr.No in 1962. This action drama was accompanied by memorable theme song and musical accompaniment. An indication of the success was the imitation. James Bond spawned or influenced:<\/p>\n Product Placement: Guns, Gadgets and Gismos<\/strong> The Box Office.<\/strong><\/p>\n The Spy Who Loved Me is believed to have taken a UK box office of \u00a310.29 and attendance was estimated at 12.46m .It was number one film in 1977.\n
\n2594 BB Den Haag
\nplan your trip<\/a><\/p>\n
\nFax. +31 (0)70 – 383 5587
\ninfo@louwmanmuseum.nl<\/a>
\nwww.louwmanmuseum.nl<\/a><\/p>\n
\nThe aeroplane and motorcar came into existence at approximately the same time. Initially the aeroplane needed the internal combustion engine for motive force. There has been cross over of technologies from inception. Chapman was not the first to explore these. Jaray and Voisin had designed cars along aerodynamic lines. During the 1930\u2019s particularly in Europe there was considerable application of theory into practice and we see this in the Record Speed attempts.
\nThe Post War Period is particularly interesting in that technology, sociology and economics interacted. Between them they created the means, motives, accessibility, affordability and essential democracy of widening the transport and travel horizon. This occurred in both aviation and motor transport.<\/p>\n
\nChapman was a pilot and he metaphorically flew in \u201cblue skies\u201d
\nHis was the ability to pilot and navigate simultaneously and this applied to management approach although on occasions it did not hold out.
\nThe editors feel that Chapman had a very strong intellectual feedback loop that he cultivated. It linked technology with commercial opportunities. Although integrated it was rational but also contained some intuition. This might have resulted in some projects not being as successful as others or as finely and minutely developed.<\/p>\n
\nWe know these were Colin Chapman\u2019s mantra but it\u2019s important to see their significance and relevance today in green thinking.<\/p>\n
\nWhat we essentially mean is the impact and perception of society of this medium.
\nIt carries connotations of:<\/p>\n\n
\nIn war time technology is a weapon. It\u2019s needed to combat and defend against the enemy and also to achieve superiority. Therefore technology in design, materials, production techniques, logistics, communications, reconnaissance etc might determine outcomes.
\nBritish aviation was a significant contributory factor in winning the war. A brief shortlist includes:<\/p>\n\n
\nBristol and Lotus were some of the exceptions.<\/p>\n
\nde Havilland has been involved in British Aviation manufacturer since the 1920\u2019s. They are known for the Gypsy and Tiger Moth. During the Second World War they contributed the Mosquito and immediate post war the Comet.<\/p>\n
\nc 1941 was one of the fastest operational aircraft in the world. It was constructed of a wooden sandwich monococque shell .The weight it saved enabled the relatively low powered engines to deliver disproportionately high performance. [Weight estimated 13,356 lbs \/ 8,028kg]
\nThe Mosquito was to inspire both Frank Costin and Chapman in chassis construction and aerodynamic practice.<\/p>\n
\n\u201cThe geodetic latticework construction invented by Dr.Barnes Wallace [there is some evidence that the construction method may have been used in other applications from the 1920\u2019s] lent strength and lightness to the Wellington. The fuselage consisted of six main frames connected by longitudinal geodetic skin panels built up on longerons. The whole covered in fabric. The wing was constructed in three sections, the outer ones comprising geodetic panels built to a single main, and two auxiliary spars\u201d<\/p>\n
\nHad a fuselage of rigid framework made up of beams, struts, and bars to resist deformation by applied loads built up \u201cof steel tubing welded together in such a manner that all members of the truss can carry both tension and compression loads\u201d it has a rectangular or triangular cross section. Typically the Hurricane might weigh empty approx 4,743 lbs [2151kg] with a max speed of approaching 308 mph [496 km\/h]<\/p>\n
\nColin possibly had an interest in flying since childhood which included making and flying model gliders. In the 1950\u2019s this was encouraged and there were kits to make and assemble from balsa wood etc. He possibly first flew in his late teens. This was probably at the University Air Squadron. Briefly he joined the RAF and probably increased his hours flying experience. Chapman was granted his pilots licence in 1951.<\/em><\/strong> He was aged 23.This was significant achievement. It signifies:<\/p>\n\n
\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
\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
\nThe Elite is a beautiful example that had a very low cd. With the resultant improvements mentioned and again work by Costin.<\/p>\n
\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\n
\n
\nChapman set the team to design and build an engine. An effective modular unit flat twin air cooled [cf Citroen 2CV and BMW motor cycle] was built that allowed:
\n25hp x2 cylinder or
\n50hpx4 cylinder.<\/p>\n\n
\nHaskell in his books explains that one example was completed and demonstrated in 1983.
\nThe project rather died with Chapman. Haskell considers that overall the project may not have been totally commercially successful in part because of development costs, performance and the need for operational approvals.
\nThe exercise is rather in the Chapman stamp. If we compare the original Elite we see a theoretical concept that does not translate readily into commercial profit. We also know how Chapman responded so its very probable the micro light would have had a successor or that the theoretical knowledge gained and almost certainly the excellent engine] might have been used in FI or a new breed of light weight ultra economical road cars etc.<\/p>\n
\nColin Chapman\u2019s selection of Hethel for the manufacturing base for Lotus is directly and immediately related to aviation.
\nHethel was a former wartime air base with runways. What it offered:<\/p>\n\n
\nWhen we examine the marketing material of the era many manufactures including Lotus made connections and identifications with technology and occupations.
\nManufacturers posed their cars alongside ocean liners or warplanes etc.
\nLotus used this method and we can recognize their placement with:<\/p>\n\n
\nThe proposed museum believes that commercial and educational objectives are both a necessity and complementary.
\nFor this reason our business plan includes provision for promoting products that are complementary with the Chapman methodology of mechanical efficiency and sustainability.
\nWritten into our plan are extensive proposals that relate to aviation and in particular micro lights .Our proposals range from books to models to introduction to flying lessons with direct connections to flying schools and clubs. In addition we propose outreach and overlaps with aviation museums. In addition its intended to hold working demonstrations and display pieces to complement school and college curricular etc.
\nThe proposed museum is subtitled the \u201cExploratory -Laboratory\u201d and our visitors and students will be encouraged to conduct experiments. In particular race simulators will enable students to measure and experience theoretical principles in practice on a look and learn basis.<\/p>\n
\nThere are parallels between motoring and aviation. These go beyond engineering .Not least perception and association that influence marketing and owner identification.
\nMuch of the Chapman genius was to recognize parallel technologies and extrapolate between to the two. Only second was his determination to use specialists to extract the best possible design and performance.
\nThe A&R appreciates the importance of the scientific and engineering overlap and the British contribution in this development that of course continues to the present day in FI and also green technologies and search for fuel savings.
\nAt the proposed CCM&EC the business plan allows for a considerable interpretation of aviation \/ aerodynamic technology with demonstrations and commercial income from activities related to flying.<\/p>\n
\nFlight Path: The Autobiography of Sir Peter Masefield<\/em>
\n2002 Airllife Publishing Ltd
\nISBN: 1840372834<\/p>\n
\nRay Sturtivant
\n1995 Promotional Reprint Co
\nISBN: 1856482219<\/p>\n
\nKen Ellis
\n1979 Merseyside Aviation Society Publication
\nISBN: 0902420321
\n[Note reference to Davis- Costin Condor Glider [See A&R article on Frank Costin]<\/p>\n
\nHugh Haskell<\/p>\n
\nAngus J Macdonald
\nButterworth Heinemann, 1994
\nISBN:0750617985<\/p>\n
\nG.Smith
\nCountryside Books 2003
\nISBN: 1853068152<\/p>\n
\nKeith Carey
\nPatrick Stephens, 1984
\nISBN 0850597056<\/p>\n
\nISBN: 9781844153831<\/p>\n
\nwww.brooklandsmuseum.com<\/p>\n
\nHowever with the celebration of the launch and exhibition at the Barbican the opportunity has been taken to explore the subject in a little more detail. 2012 marks the 50th anniversary of James Bond.<\/p>\n
\nFlemming completed military service in British Naval Intelligence from 1939 and was later promoted to Commander. Not just an intellectual he also headed up a Commando Squadron.
\nIn later life he bought a property and settled in Jamaica, where he wrote many of the James Bond books. In 1953 \u201cCasino Royale\u201d was published and it was a modest success.
\nIan Flemming died in 1964.<\/p>\n\n
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\nExcusing the pun the franchise has become a vehicle and showcase of product placement. Manufactures vie for exposure but certain technologies are emerging and there is slightly science fiction content. Some of he most famous items include:<\/p>\n\n
\nThe TV premier is estimated to have been watched by over 20m viewers.<\/p>\n