My Proposal – Technical Regulations – Chapter 3

ARTICLE 3: AERODYNAMIC COMPONENTS

1. Definitions
   1. Aerodynamic Components or Bodywork are considered all parts of the car in contact with the external air stream.
   2. The following components are not considered to be bodywork:
      1. cameras and camera housings.
      2. rear view mirrors.
      3. parts definitely associated with the mechanical functioning of the power train, transmission of power to the wheels, and the steering system providing, in any case, none are of a design contrived to achieve an aerodynamic effect.
      4. the wheel rims and tyres.
      5. the brake discs assemblies, calipers and pads.
   3. Frame of Reference is the geometry, component or group of components with respect to which certain bodywork must remain immobile.
   4. External air stream is the flow of air around the car which has a primary impact on its aerodynamic performance.
   5. Concave and convex curvature:
      References may be made in this Article on curvature of aerodynamic surfaces refer to the part of the aerodynamic surface which is in contact with the external air stream.
      When references are made to the curvature of a surface, without specifying an intersection with a particular plane, the local curvature at any point will be defined as the curvature of the intersection of the surface in question with a plane passing through a line normal to the surface at that point. The concave radius of curvature of the surface at that point will be defined as the minimum concave radius of curvature obtained when the intersecting plane is swept through 180 degrees around the normal line. The convex radius of curvature of that surface at that point will be defined as the minimum convex radius of curvature obtained when the intersecting plane is swept through 180 degrees around the normal line. As an example, and for the sake of clarity, the aerodynamic surface of a solid sphere would be the surface where this sphere makes contact with the external airstream, and would be considered to be a convex surface.
   6. Normal to an aerodynamic surface or curve
      The normal applied to an aerodynamic surface at a given point is a vector which is perpendicular to the surface at that point and points towards the local external air stream.
      The normal to a curve at a given point will be considered to be the normal to the surface containing the curve at the same point.
   7. Tangency Continuity
      Tangency Continuity at a given point of a curve or at a given point of a surface, is satisfied if the value of the tangent is continuous.
      Tangency Continuity at intersections between two curves or two surfaces, is satisfied if the two curves or two surfaces at the intersection are tangent to one another and also have their normal coincident with each other. Where two adjacent surfaces are not tangent continuous but could be made so by applying a fillet radius of no more than 1mm along their boundary, these surfaces will be considered tangent continuous at this boundary whether or not the fillet radius is applied, as long as such a fillet radius is permitted according to the relevant article.
   8. Curvature Continuity
      Curvature Continuity between two curves, at a given point of a curve, between two surfaces or within a surface is satisfied if the value of the curvature is continuous and in the same direction.
   9. Open and closed sections
      Within the prescribed limitations of the relevant regulation, a section through the bodywork when intersected with a defined plane will be considered closed if it forms a complete boundary by itself otherwise it will be considered open
   10. Fillet Radius
       An arc with radius of curvature respecting the limit(s) specified, connecting two fully defined surfaces tangentially with no inflection and perpendicular to the intersection between them. Unless otherwise specified, fillet radii may change in magnitude around the periphery of the boundary around which they are defined, but such changes must be continuous. If there exists a discontinuity in tangency at the trailing edge of the intersection between the parts to be joined by the fillet, then the fillet surfaces may be extended behind the trailing edge to provide a closed aerodynamic fairing. This fairing need not consist of arcs of constant radius, but, relative to the fillet immediately preceding the trailing edge, it may be no larger in cross section than and no longer than three times the maximum fillet arc radius at this point.
   11. Aerodynamic seal
       The function by which the flow between two regions of different pressure is kept to the minimum feasible magnitude.
   12. Gurney
       A component fitted to the trailing edge of a profile in order to adjust its aerodynamic performance. In any plane normal to the trailing edge of the profile, the Gurney must contain a flat section no more than 1mm thick, and of a given height (defined as the size of the Gurney), and a bonding flange onto the surface of the wing which may be no more than 20mm long and 1mm thick. No part of the Gurney may protrude behind a line that is normal to the surface on which the Gurney is applied at the point of the trailing edge of the profile.
       
2. General Principles and Legality Checking
   1. The sole and only goal of the Technical Rules is to have cars safe for drivers and all personnel involved in a Formula One event in every condition and situation, any circuits and at any speed.
   2. Each competitor will have to produce the complete car for the incoming season, with all aerodynamic devices built in, 1 month before the first race so all assessments can be completed.
      It will be tested to the latest safety standards, both static and dynamic.
      There is no limitation with flexibility of any items with regards to car’s aerodynamic performance.
      As part of the safety assessments, all parts will go through load deflection tests at 0 km/h and in the wind tunnel at various speeds.
   3. The are no criteria about symmetry, as long as the item in object passes the safety tests.
   4. Some minor upgrades/amendments may be assessed digitally using CAD models provided by the teams. In these models:
      1. Components may be designed to the edge of a Reference Volume or in such way as to satisfy a geometrical criterion with infinite precision (save for the normal round-off discrepancies of the CAD system), provided that such a design is not intended to circumvent the intention of the relevant regulation as applied to the physical car.
      2. Components which must follow a precise shape, surface or plane must be designed without any tolerance, save for the normal round-off discrepancies of the CAD system.
   5. The cars may be measured during a Competition in order to check their conformance to the CAD models:
      1. Unless otherwise specified, a tolerance of +/- 2mm will be accepted for manufacturing purposes only with respect to the CAD surfaces. Any discrepancies contrived to create a special aerodynamic effect or surface finish will not be permitted.
      2. Irrespective of a), geometrical discrepancies at the limits of the Reference Volumes must be such that the measured component does not protrude outside the Reference Volume.
      3. Minimal discrepancies from the CAD surfaces will also be accepted in the event of a part damaged or repaired during the Competition.
   6. All cars must be equipped with mountings for optical targets that enable the car’s datum to be determined for scrutineering in the following locations:
      1. One on the forward part of the top of the survival cell.
      2. Two positioned symmetrically about Y=0 on the top of the survival cell close to X_B=0.
      3. Two positioned symmetrically about Y=0 on the side of the survival cell close to X_B=0.
      4. Two positioned symmetrically about Y=0 on the side of the survival cell close to the rear mounts of the secondary roll structure.
      5. Two positioned symmetrically about Y=0 on forward part of the primary roll structure.
      6. One on the RIS.
      7. Teams may use a standard installation, using FIA provided optical targets.
      8. Alternatively, and with prior approval, teams may use their own solution which  satisfies the given requirements for target visibility. In such a case, the team must:
         1. Demonstrate that the required minimum number of targets are visible from the  specified laser tracker positions.
         2. Have the system physically verified by the FIA before the first event of the season.
         3. Provide the necessary support in adapting the FIA software to their system.
         4. Provide reflectors and their mountings and make them available each time that the car is presented for scrutineering.
      9. In all cases, a file with required datum points must be supplied for each survival cell.
         For deflection testing, all cars must be provided with a means of mounting the X300 Artefact and the RIS Artefact a reference artefact to the RIS. Such This mountings may be temporary, but must be rigid with respect to the underlying car structure.
         
3. Car Structure
   The Car will need to be designed within the following dimensions:
   – Maximum Length: 4200 mm, including tyres
   – Maximum Width: 1750 mm, including tyres
   – Maximum Height: 1200mm
   
   Within these dimensions any design, as long as compliant with the safety standards, and pending approval with the FIA safety assessment, is allowed.
   Car must have a chassis or safety cell defined at article 12.
   
   1. The car structure is split into three areas:
      1. Front, including:
         1. Front wing, which doesn’t have to exceed 1000mm of width and 300mm of depth.
         2. Front wheels.
         3. Suspensions.
         4. Nose.
         5. Aerodynamic appendices attached to these elements.
         6. Wheels.
            
            Unless clearly stated in dedicated articles, for these items there is no limitation in design.
            
      2. Mid-section, including:
         1. Chassis and safety cell
         2. Coke panel
         3. Mirrors
         4. Floor
         5. Aerodynamic appendices attached to these elements
            
            Unless clearly stated in dedicated articles, for these items there is no limitation in design
            
      3. Rear section, including:
         1. Rear bodywork and engine cover
         2. Rear Wing
         3. Exhausts
         4. Sidepod
         5. Rear Wheels
         6. Suspensions
         7. Aerodynamic appendices attached to these elements
            
            Unless clearly stated in dedicated articles, for these items there is no limitation in design
            
4. Final Assembly
   All parts need to be manufactures and assembles in such way that no overlapping surfaces remain.
   
5. Bodywork not defined in Articles above
   1. In addition to the bodywork defined and regulated by Articles above, the following components are permitted:
      Antennae and pitot tubes may be mounted on the upper surface of Forward Chassis the survival cell ahead of the cockpit opening.
   2. Ducts and primary heat exchangers provided they are not visible when viewed from the outside of the car, at any angle perpendicular to the X-axis.
   3. A slip sensor and its minimal fairings may be mounted underneath the Forward Chassis provided it lies entirely within 25mm of the car centre plane, above Z=120 and in the region 50 < X_F < 450. The external surface of the combined slip sensor and fairings must form a single curve when intersected by any Z plane.
      
6. Wheel bodywork
   Wheel bodywork is composed of:
   1. Drum
   2. Scoop
   3. Internal Cooling Ducts
   4. Wheel Cover
      A single Wheel Cover per wheel, must be rigidly secured to the wheel rim such that it has the same rotational velocity as the wheel it is connected to and forms an aerodynamic seal to the wheel rim.
      
7. Suspension Fairings
   Suspension Fairings must be fitted to all suspension members defined in the dedicated article 10, with the exception of those of circular cross section.
   Each suspension fairing must:
   1. Fully cover the suspension member it corresponds to and any other components supported on it, such as hydraulic brake lines, electrical wiring and wheel tethers (all of which must be supported on a suspension member), over the span exposed to the external air stream.
   2. Be rigid and rigidly secured to the suspension member (rigidly secured means not having any degree of freedom).
      Minimal deformation will nonetheless be accepted.
   3. Fairings of suspension members which share an attachment point will be considered by a virtual dissection into discrete components.
   4. In order to permit suspension travel while maintaining an aerodynamic seal, minimal flexible components may be fitted between the Suspension Fairings and the following components: Chassis and nose, Rear Bodywork, Wheel Bodywork and Gearbox case.
      
      Other details or restriction are included in article 10, specific to suspensions.
      
8. Aerodynamic Component Flexibility
   All load deflection tests must have a nominally linear elastic relationship unless otherwise stated
   
9. Volumes Legality
   Other than parts or components, whose design or dimensions or technology of construction are regulated due to safety reasons, there is no minimum or maximum volumes limitation for any of the car items, as long as the whole assemblied car complies with all Articles of the Technical Rugulations and it is certified passing all Safety Assessments and Tests as described in this rulebook.