## 1 Introduction
### Literature Survey
Other research projects in the US and Canada include the \"Smart Materials and Structures Demonstration\" program initiated to develop new affordable smart materials to establish the performance gains by investigating smart rotors, the smart aircraft and the marine propulsion system; the \"Aircraft Morphing\" program [29]; the \"Advanced Fighter Technology Integration\" (AFTI) program, aimed to develop and demonstrate in flight a smooth variable camber wing and flight control system capable of adjusting the wing's shape in response to flight conditions to maximize aerodynamic efficiency; the \"Active Aeroelastic Wing\" program, demonstrated to improve aircraft roll control through aerodynamically induced wing twist on a full-scale high-performance aircraft at transonic and supersonic speeds; the \"Morphing Aircraft Structures\" program [30]; the \"Mission Optimized Smart Structures\" (MOSS), in which aerodynamic optimization was performed with the stretching of the leading edge using a novel skin material developed with a nanocomposite at the National Research Council of Canada [31]; and the \"Controller Design and Validation for Laminar Flow Improvement on a Morphing Research Wing-Validation of Numerical Studies with Wind Tunnel Tests--CRIAQ MDO 7.1.\" [32; 33]. The CRIAQ 7.1 project took place at our Laboratory of Applied Research in Active Controls, Avionics and AeroServoElasticity LARCASE. The European Union has conducted several projects, including the \"Active Aeroelastic Aircraft Structures\" (3 AS) project, to develop novel active aeroelastic control strategies to improve aircraft performance (structural weight, better control effectiveness) by controlling structural deformations to modulate the desired aerodynamic deformations [34]; the \"Aircraft Wing Advanced Technology Operations\" (AWIATOR) project, in which novel fixed wing configurations were introduced aimed at reducing the vortex hazard by implementing larger winglets and further improving aircraft efficiency and reducing farfield impact [35]; the \"New Aircraft Concepts Research\" (NACRE) project, in which Powered Tails and Advanced Wings were studied to obtain high environmental performance (noise and CO2 emissions)--both high aspect ratio low-sweep wings and forward-swept wings (with natural laminar flow) contributed to achieving good fuel efficiency [36]; the \"Smart Leading Edge Device\" (SmartLED) project [13]; the \"Smart High Lift Devices for Next Generation Wings\" (SADE) project [37]. Both SmartLED and SADE were aimed to develop and investigate the morphing high lift devices, \"smart leading edge\" to enable seamless high lift devices and therefore enable laminar wings and \"smart single-slotted flap\", for the next generation aircraft of high surface quality for drag reduction. Projects by the European Union also included the \"Smart Fixed Wing Aircraft\" (SFWA) project [38] and the \"Smart Intelligent Aircraft Structures\" (SARISTU) project to address the physical integration of smart intelligent structural concepts. The SARISTU included a series of research collaborations to addresses aircraft weight and operational cost reductions as well as an improvement in the flight profile specific aerodynamic performance [39]. Other projects by the European Union were the \"Novel Air Vehicle Configurations\" (NOVEMOR) project, in which morphing wing solutions (span and camber strategies and wing-tip devices) were proposed to enhance lift capabilities and maneuvering [40]; the \"Clean-Sky 1 and 2\" projects [41; 42]; the \"Combined Morphing Assessment Software Using Flight Envelope Data\" (CHANGE) project, which developed a modular software architecture capable of determining and achieving optimum wing shape [43]; and the \"Sustainable and Energy Efficient Aviation\" (SE2A) project aimed to investigate the Morphing structures for the 1g-wing to exploit the nonlinear structural behavior of wing design components to achieve passive load alleviation [44].