Tend to agree with this, there is a method of reducing flex in the front wing elements (rotationally), which would be to stipulate adjustment mechanisms at each end of the flap; as far as I can ascertain all teams now have a single adjustment point at the outboard end (with only a pivot towards the inboard end). All of the teams are attempting to use the adjustment mechanism as a part of creating outwash & the inner legality plates to creat a vortex that is speed related (drag reduction?).Just_a_fan wrote: ↑30 Aug 2023, 12:42The ban on moving aero dynamic parts is, if I remember correctly, founded back in the 1960s when the teams ran with moveable wings and they had failures and nasty crashes. In later years, we saw rear wings fail because they were designed to rotate backwards as an entire piece. Today, there is a much better understanding of designing and building flexible elements that don't fail and thus do not compromise safety.
Should F1 actually now move in a direction that allows for flexible aero parts so long as they are designed/manufactured such that failure is extremely rare/not likely to lead to injury? After all, the definition of "flexible" is already a moving target with the rules technically outlawing all flex whilst also accepting that absolute rigidity is impossible and thus allowing for some flex.
Edit:
There is a simple cure if it is the rotational flexing around the flap pivot is what is trying to be avoided/excluded; specify that the pivot must be within ‘X’ mm of the trailing edge of the rear-most flap (much as they do with the rear wing flap).