## 8 Conclusions  
This article addresses recent advancements in integrating aerodynamic approaches and optimization methods in order to develop the concept of the morphing variable span of tapered wing (MVSTW) design. This phase of wing component optimization is subordinated to the previous topology optimization phase, which was used to allocate the wing components inside the MVSTW. The optimization was performed using Altair's OptiStruct solver, connected with the aerodynamic research results obtained using the XFLR5 code. Then, these results were incorporated into SO and TO, and then utilized to solve relevant optimization problems.  
The optimization framework for wing components was developed in order to minimize the weights of the MVSTW components while optimizing their structure stiffnesses. The study's main objective was to identify and thus assess the feasibility of implementing this optimization process for skin and internal wing elements, such as ribs, spars, and others. This novel technique was suggested for the MVSTW based on a telescopic mechanism, which involved sliding a telescopically stretched wing into a fixed wing segment. This approach increased the difficulty of our work by requiring us to pay high attention to wing several components during the optimization process. For example, the fixed wing ribs should have a cavity for sliding the moving segment into the wing to fit a complex geometric shape when applying SO and TO (or STO).  
This analysis aims to minimize the weight of the MVSTW by maximizing its stiffness and minimizing its total structural compliance parameters in order to reinforce structural durability, and to satisfy the MVSTW's structural integrity criteria. The STO findings revealed an advantage in structural weight savings for fixed and moving wing parts components. When the weights of the baseline wing segments were compared to the weights of the optimized wing segments, the optimized wing components' weights for both segments decreased from 16.3 kg to 7.96 kg for the fixed wing segment, and from 10.3 kg to 4.57 kg for the moving wing segment. Based on the TO results of both MVSTW segments, the wing components' configurations, including the spars, ribs, and support elements, were redesigned and further developed. In addition, the wing skin was chosen depending on the SO results. The aerodynamic loads were distributed along wingspan length and further obtained under extreme flight conditions. Following the weight savings obtained by the STO techniques on the wing components, the optimized wing shape fulfilled the structural integrity design criteria.  
Future research will include additional investigations to develop a reliable adaptive morphing wing. Optimizations will be conducted on composite materials with the aim to achieve greater weight reduction in the MVSTW. Following the optimization of the wing segments using composite materials, the MVSTW configuration and its actuation mechanism integration will be evaluated. The gains obtained by these optimizations will further reduce the fuel consumption.  
[PERSON] carried out the research presented in this paper, methodology, investigation, design, and the modeling of the MVSTW with CATIA, XFLR5, and HyperMesh software. Review and editing, [PERSON]; [PERSON] and T.-M.D. are D.C.'s research directors. All authors have read and agreed to the published version of the manuscript.  
This research received no external funding.  
Data Availability Statement: The data presented in this study are available on request from the corresponding author.