## 1 Introduction
### Literature Review  
Recent advancements in morphing wing technologies have demonstrated significant potential for improving aerodynamic efficiency, flight control and operational flexibility. A notable example is the Adaptive Compliant Trailing Edge (ACTE) project, a collaboration between the US Air Force Research Laboratory (AFRL), NASA and FlexSys Inc [26]. Using a Gulfstream GIII business jet equipped with variable-geometry multifunctional control surfaces, the project successfully validated the FlexFoil material at 40,000 feet and Mach 0.75, eliminating wing-body discontinuities through seamless transition sections. Efforts to design morphing leading edges have also gained considerable attention. [PERSON] et al. [27] performed an experimental study by focusing on a morphing leading edge concept. They developed a two-step design process, including the optimization of a variable-thickness composite compliant skin and an inner kinematic mechanism. The skin was optimized using a laminate continuity model with constraints and employed a genetic algorithm to handle discrete and continuous variables. The kinematic mechanism optimization involved a coupled four-bar linkage system, designed to achieve optimal aerodynamic airfoils. The experimental results validated the feasibility of this approach, confirming its effectiveness in achieving the desired morphing functionality. Similarly, [PERSON] et al. [28] presented the design and wind tunnel testing of a morphing leading edge (MLE) system for a medium-range unmanned aerial vehicle. The MLE prototype, made with a simple wooden construction, successfully modified the stall angle without affecting the slope of the lift coefficient versus the angle of attack. However, the servomotor required significantly more power compared to a traditional LE flap. Beyond leading edge morphing, several studies have concentrated on trailing edge morphing concepts. [PERSON] et al. [29] presented the development and testing of a novel compliant morphing wing with a load-bearing morphing trailing edge. Optimized using a multi-disciplinary approach, the wing demonstrated stall mitigation, with a 1\({}^{\circ}\) delay in stall angle and a 13% increase in post-stall lift. The maximum deflection reached 37.9\({}^{\circ}\), and the wing showed strong load-bearing capability. Experimental and numerical results were in good agreement, although the wing's deformation was limited in the spanwise direction. The integration of both leading and trailing edge morphing mechanisms has also been investigated for larger aircraft applications. [PERSON] et al. [30] described the experimental validation of a framework for designing morphing wings using in-house tools. This framework was applied to the design of morphing leading and trailing edges for a regional aircraft. A dedicated wind tunnel test campaign was conducted to validate the morphing devices, focusing on two phases: assessing the morphing shape and evaluating the aerodynamic performance. The results showed good accuracy between the predicted and measured morphing shapes, demonstrating the effectiveness of topology optimization methods, while the aerodynamic tests confirmed the potential benefits of the morphing surfaces and validated the design process. [PERSON] et al. [31] extended these efforts by focusing on manufacturing strategies for compliant structures for a morphing wing with leading and trailing edges. Their study involved the development of a reduced-scale wind tunnel model to validate the proposed morphing concept and to correlate numerical models, emphasizing the importance of material selection and fabrication techniques in achieving successful experimental validations at a small scale. This study outlined the design, manufacturing and wind tunnel test phases,highlighting the functionality of the morphing surfaces and the successful demonstration of the proposed concept in experimental wind tunnel conditions. Several researchers have also explored combining multiple morphing strategies.