The flexing of wings and aerodynamic elements in general is a hot topic in Formula 1 as it very often translates into performance. Teams can gain an aerodynamic advantage by pushing the limit in terms of the wings' ability to deform under load. To ensure that the components do not flex, or move, the FIA subjects the wings to load and deflection tests. If a part fails the test, it cannot be used.
Teams, however, try to grasp every detail and use it to their advantage. Very often great innovations are the result of a careful study of the regulation and the related gray areas. So we have seen wings move more than others thanks to certain mechanisms, even though the controls are the same for everyone. However, these tests are not complete considering the difficulties encountered in replicating the behavior of a car on the track, its real load with static tests.
To generate less confusion the FIA therefore decided to intervene again on the issue of wing flexibility. The suspicion is that some teams have found a way to design and produce flexible wings that are not detected by current stress tests. As from the next Grand Prix, a new technical directive, TD018, will come into force in Singapore which, however, will not intensify the controls with additional burden, but will better define the already existing basic principles.
Has Aston Martin paid the price dearly?
The theme of flexible wings returned to the cavalry after the setback of theAston Martin. The English team did not achieve a good result in Monza, and this has once again triggered rumors that the problem could be the FIA's new crackdown on flexible wings. Aston Martin was not allowed to use some materials after the Azerbaijan GP and this alarmed the FIA, ready to defend its regulations.
The team that collected several podiums in the first part of the season with Fernando Alonso he is now fourth in the constructors' championship, overtaken by Ferrari.
Intensified checks
This technical directive comes just a few weeks after that Herbie blash, senior race director advisor of the FIA, said flexible wings remain an area of concern in a Formula 1 landscape where exploiting the gray areas is now much more difficult.
As Nikolas Tombazis, director of the FIA single-seater department, explains, a FormulaPassion “We have long said that adjacent components cannot flex relative to each other. A wing cannot slide on a centerboard for example. Some teams now exploit this system, using very flexible areas between one component and another. Thus an effect similar to what we said was prohibited is obtained."
According to the current regulation the front wing should not flex more than 15 mm under the application of a force of 1000 N per side, equivalent to approximately 100 kg. The individual flaps, however, are limited to 5 mm of flexion under a load of 60 N. Despite the stringent tests, no team was found to be non-compliant.
“We have many static tests that impose flexion limits for each force applied. Barring any errors on the part of the teams, production problems or bad luck, there are almost never situations in which someone fails these tests, because they are rules written in black and white".
The FIA has stepped up its surveillance and required teams to submit assembly drawings and cross-sections for scrutineering to demonstrate how the front and rear wing elements are respectively attached to the nose, rear wing end plates, pylons and to the rear impact structure. All to be delivered by today, September 8th.
However, according to Tombazis, one of the problems is that it is difficult to apply the load on the single-seater that is generated on the track with static tests. “The difference from the real world is that on these components we cannot apply exactly the aerodynamic load that is generated on the track: it is not a punctual force, but a distributed load with its own center of pressure. The strength, therefore, is slightly different".
The verdict in Singapore FIA
In conclusion, the new directive finds more generic principles, so as to make the boundaries between what is allowed and what is not clearer. “We have more generic principles: teams cannot use mechanisms that allow you to pass FIA checks and then to flex in other conditions. The new directive aims to better define these principles, without changing the loads of static checks.”
We'll see if this will have any repercussions on the performance of the single-seaters and on the values we'll see on the track from Singapore onwards.
