…which is also bollocks. HTH
As to the ‘Fallon’ laced wheel, I’m sure that’d work absolutely fine so long as you don’t use really spindly hubs (which might twist if subjected to enough torque from braking/power if at the rear).
Leading spokes never completely detension under drive torque and trailing spokes never detension under braking torque – which shows that the static forces on spokes are greater than those due to dynamic loads. The static forces are a problem though, even for normal sized hubs – my instant thought was the stress lacing that wheel will put on the hub.
Using the numbers in the back of Brandt’s “The Bicycle Wheel”, typical flange radius is 21mm, typical spoke tension is 1000N, hence torque from each spoke is 21Nm, or 336Nm in total for 16 spokes in the flange – which has to be transmitted through the hub shaft to the other flange. His calc also suggests 34.7Nm/deg for hub stiffness, so that would result in almost 10 degrees wind up in the hub!! Though it gets worse – again using his figures, I make the shear stress between 530MPa and 740MPa (shear stress increases from the inside to the outside wall). The shear yield stress of even a high performance alu alloy is only ~350MPa…
I presume that typical modern hubs have wider centres than those Brandt measured (his calcs are based on 15mm diameter), but the one pictured isn’t huge, and if you keep the amount of metal used constant (hence thinner walls as the diameter gets larger) then diameter only has a first order effect on the shear stress, so even a 30mm diameter shaft would have a max shear stress of 370MPa. My guess is that they’re using lower spoke tension than normal in order to avoid that problem.