Thats an interesting point, I wonder how much they've thought about that. I doubt F1 cars are on the brakes that long for each corner, so the split second for the device to change position could effect that. It makes me think whether the cars might for a moment become less stable under braking as the device changes position, combining this with a bumpy surface such as Monaco (although I accept here the uses of the ARW are probably limited) could cause more accidents.
I thought a rod pulled the back of the wing down to open up a slot, this made me think that if it failed the air pressure would force the gap open at speed. Obviously I need to do some more reading on the subject
I think thats definitely an issue, which is why they have to be design to fail in the full downforce position. Theres some footage somewhere of the Sauber rear wing in action. You can say its the front edge which moves (hinged on trailing edge), I'm guessing this means that the air pressure would force it down into the full downforce position?
They have thought about it I think. The wing can only be stalled down a 600m strip, so the end of this will arrive before the braking zone. I'm not sure what will happen when it rains, whether they can still be used the same and that.
I posted this last week: http://www.not606.com/showthread.php/33744-Vettel-in-Jerez The first clip shows the RB7's device in action.
It that vid if it failed it would defiantly fail in the full downforce mode. Cool, that's that thought out of my mind.
