marcush. wrote:you don´t need to ...the windforce will exert a forc in direction of movement of the vehicle(drag) that is the trigger,as the force trying to bend the wing rearwards is redirected via clever carbonfibre orientation into a bending moment...
Yes it´s doable, and composite´s can be designed in that way - no doubt.
I´m sure most composite engineers in F1 will know, how to do it, if ask to do so.
But I like your observation, in regards to the small opening in the RBR FW Marcus.
First of all, that looks petty close to the point where the test load is applied,but this
is not so much what I was thinking.
In a crude way, you could run a cable/fibre/rod inside a partly hollow wing with a preloaded spring at the end, to pre-tension the wing, and help it pass the test.
If you overcome the spring preload the wing will bend much more until the spring blocks out or another stop is hit.
With this you could control the max deflection of the wing as well.
(Think double beam -> single beam -> double beam again)
it goes along the lines what Richard said as well
This is maybe needed to prevent breaking of the wing under extreme/higher loads and to comply with another aspect of the rules (see below). They can´t make the endplates touch the ground, and they can´t run them lower then the plank (reference plane) at any time, as this would be against the rules. I know it´s difficult to prove, but photos, may just do that. The term "at any time" leaves room for interpretation.
3.15 Aerodynamic influence :
With the exception of the cover described in Article 6.5.2 (when used in the pit lane), the driver adjustable
bodywork described in Article 3.18 and the ducts described in Article 11.4, any specific part of the car
influencing its aerodynamic performance :
- must comply with the rules relating to bodywork ;
- must be rigidly secured to the entirely sprung part of the car (rigidly secured means not having any degree of freedom) ;
- must remain immobile in relation to the sprung part of the car.
Any device or construction that is designed to bridge the gap between the sprung part of the car and the ground is prohibited under all circumstances.
No part having an aerodynamic influence and no part of the bodywork, with the exception of the skid block in 3.13 above, may under any circumstances be located below the reference plane.
As for the inital deflection test, note that it includes an adapter, provided by the teams.
>>>The load will be applied in a
downward direction using a 50mm diameter ram and an adapter 300mm long and 150mm wide. Teams
must supply the latter when such a test is deemed necessary.<<<<<<
This is a fairly large piece, and can be designed to transfere the test load in beneficial ways, or/and to bridge/support any hinge point which may exists along the wing. So this test is not that difficult to pass, and still have the desired flex of the wing.
,so no question the boffins at macs 
