Não vou alterar o que já escrevi, mas depois de ler melhor as regras, parece-me que se estão a focar no ponto errado, vejo muita gente a citar o pontos 3.15.10 e a meu ver deviam citar o ponto 3.15.9.
Esse ponto lida com o "mainplane" e não com o "flap" como no 3.15.10.
"3.15.9 - Rear Wing Mainplane Flexibility
a. Bodywork may not deflect more than 6mm along the loading axis and 1.0° in a Y-plane, when two loads of [0, 0, -1000]N each, are applied simultaneously to the Rear Wing Profiles. The loads will be applied at [XR=375, ±300, 910]
b. Bodywork may not deflect more than 6mm along the loading axis and 1.0° in a Y-plane, when two loads of [324, 0, -940]N each, are applied simultaneously to the Rear Wing Profiles. The loads will be applied at [XR=325, ±300, 900]
The loads in (a) and (b) will be applied through adaptors, supplied by the team, that lie between 250mm and 350mm from Y=0 and between XR=90 and at least XR=500. The upper surface each adaptor must lie at Z=910 and should have a counterbore of 52mm diameter for the application of the load in (b). The angular deflection will be measured on the rear wing profiles, at [XR, Y] [350, ±150], and [350, ±450] and relative to the Rear Impact Structure.
Teams must provide four pads to support tracking targets. Details of the targets is given in the Appendix to the Technical and Sporting Regulations. The tests defined in this article may be performed with the RW Flap removed. In such cases the permitted deflections will be 25% higher than those defined in (a) and (b)."
Portanto é permitido um movimento de 6mm e 1 grau nas 2 situações dos testes.
A McLaren lá encontrou forma de usar isso como alavanca enquanto mantém o flap DRS fixo, para criar essa abertura entre planos.
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