{"id":22446663,"date":"2026-09-15T08:24:53","date_gmt":"2026-09-15T06:24:53","guid":{"rendered":"https:\/\/migflug.com\/afterburner\/?p=22446663"},"modified":"2026-09-15T08:24:53","modified_gmt":"2026-09-15T06:24:53","slug":"morphing-wing-afti-f-111-mission-adaptive-wing-acte-airbus-2026","status":"publish","type":"post","link":"https:\/\/migflug.com\/afterburner\/it\/morphing-wing-afti-f-111-mission-adaptive-wing-acte-airbus-2026\/","title":{"rendered":"The Morphing Wing Already Flew, in 1985, on an F-111"},"content":{"rendered":"<style>.et_pb_title_container h1.entry-title { padding-top: 40px !important; }<\/style>\r\n<p>A reel doing the rounds this week promises that the days of heavy mechanical flaps are numbered, and that flexible composite wings which morph in flight are about to arrive and change everything. Smooth wings that bend instead of hinging, no gaps, less drag, less fuel.<\/p>\r\n<p>All of that is real. None of it is new. A wing exactly like that first flew in 1985, on a General Dynamics <a href=\"https:\/\/migflug.com\/aircraft\/f-111-aardvark\/\">F-111<\/a>, and it worked.<\/p>\r\n<p>The interesting question is not whether morphing wings are possible. It is why, forty years and several successful flight programmes later, every airliner you board still has a flap that swings down on a track.<\/p>\r\n\r\n<div style=\"background:#f5f5f5;padding:18px 20px;margin:26px 0\"><h3 style=\"margin:0 0 10px;font-size:20px\">Quick Facts<\/h3><table style=\"width:100%;border-collapse:collapse;font-size:15px\"><tr><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee;font-weight:600;width:38%;vertical-align:top\">First flown<\/td><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee\">1985, on the AFTI\/F-111A Mission Adaptive Wing at NASA Dryden<\/td><\/tr><tr><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee;font-weight:600;width:38%;vertical-align:top\">How it worked<\/td><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee\">Flexible composite upper skins bent by internal hydraulic drive units. Leading and trailing edges deflected about 20 degrees<\/td><\/tr><tr><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee;font-weight:600;width:38%;vertical-align:top\">Measured gains<\/td><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee\">Phase I: roughly 30 per cent more range, 30 per cent more usable buffet-free lift, 20 per cent improvement in sustained turn<\/td><\/tr><tr><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee;font-weight:600;width:38%;vertical-align:top\">Modern proof<\/td><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee\">NASA, AFRL and FlexSys flew the Adaptive Compliant Trailing Edge on a Gulfstream III, 22 flights, November 2014 to April 2015<\/td><\/tr><tr><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee;font-weight:600;width:38%;vertical-align:top\">ACTE flap range<\/td><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee\">Minus 2 degrees to plus 30 degrees, replacing both 19-foot aluminium Fowler flaps<\/td><\/tr><tr><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee;font-weight:600;width:38%;vertical-align:top\">Currently flying<\/td><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee\">DLR morphAIR: a hyperelastic morphing trailing edge on the PROTEUS uncrewed testbed, Germany<\/td><\/tr><tr><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee;font-weight:600;width:38%;vertical-align:top\">Next up<\/td><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee\">Airbus Extra Performance Wing on a modified Cessna Citation VII, first flight expected mid-2026<\/td><\/tr><tr><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee;font-weight:600;width:38%;vertical-align:top\">In production<\/td><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee\">Nothing. Every airliner in service still uses hinged or tracked flaps<\/td><\/tr><\/table><\/div>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">What the F-111 actually did in 1985<\/h2>\r\n<p>The Advanced Fighter Technology Integration programme took an F-111A and gave it a wing with a fixed centre box and movable leading and trailing edges. The leading edge was one continuous surface; the trailing edge was three independently controlled panels per side. Both could deflect around 20 degrees.<\/p>\r\n<p>What made it remarkable was the skin. The upper surfaces were composite and they physically bent. Eight hydraulic drive units, all buried inside the wing, changed the camber of the aerofoil while leaving the outside perfectly smooth. No slots. No gaps. No hinge line. From outside, the wing simply changed shape.<\/p>\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/afti-f-111a-mission-adaptive-wing-nasa.jpg\" alt=\"The AFTI\/F-111A fitted with the Mission Adaptive Wing in flight\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">The AFTI\/F-111A with the Mission Adaptive Wing. The leading and trailing edges flexed, with no hinges, slots or gaps. Photo: NASA Armstrong Flight Research Center, public domain<\/figcaption><\/figure>\r\n\r\n\r\n<p>It also flew itself. Four automatic modes ran the wing without the pilot touching anything: cruise camber control, which hunted for the shape that gave the most speed for a given power setting; manoeuvre camber control, which repositioned the wing continuously against g and Mach; manoeuvre load control, which computed wing root bending and trimmed camber to stay inside structural limits; and a combined manoeuvre enhancement and gust alleviation mode that smoothed the ride in cruise and sharpened pitch response in a fight.<\/p>\r\n<p>Pilots reported the aircraft handled like a standard F-111 and mostly could not tell the system was working. The numbers from Phase I, completed in November 1986, were not marginal: about 30 per cent more range, 30 per cent more usable buffet-free lift, and a 20 per cent improvement in sustained turn. Boeing estimated a production version would save around 600 pounds over conventional slats and flaps, and cut flap maintenance by about 35 per cent, because a sealed wing has no crevices to fill with grit, ice and slush.<\/p>\r\n<p>Then the programme ended, and nothing was built.<\/p>\r\n<h2 style=\"padding-top:22px\">The second proof: a flexible flap on an airliner-sized jet<\/h2>\r\n<p>The idea did not die, it just moved. Sridhar Kota, an engineer at the University of Michigan, founded FlexSys and spent the better part of two decades on compliant mechanisms: structures that move by bending in a controlled way rather than by pivoting on bearings. The Air Force Research Laboratory backed it early.<\/p>\r\n<p>In November 2014 the result went flying. NASA replaced both of the 19-foot aluminium Fowler flaps on its Gulfstream III testbed with flexible composite flaps, and flew 22 research flights through to April 2015. The flap deflected from minus 2 to plus 30 degrees, and the join between flap and wing was a seamless flexible seal rather than an open gap.<\/p>\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/nasa-acte-flexible-flap-gulfstream-iii.jpg\" alt=\"The Adaptive Compliant Trailing Edge flexible flap deployed on NASA Gulfstream III\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">The Adaptive Compliant Trailing Edge flap deployed on NASA&rsquo;s Gulfstream III. The flap bends rather than hinges, and the join with the wing is sealed. Photo: NASA \/ Ken Ulbrich, public domain<\/figcaption><\/figure>\r\n\r\n\r\n<p>That gap matters more than it sounds. The slots and cavities around a deployed conventional flap are one of the loudest things about an airliner on approach, which is why an aircraft on finals is often noisier than one climbing out. Seal the gap and the noise goes with it.<\/p>\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #1565c0;padding:20px 24px;margin:26px 0\"><p style=\"font-size:19px;line-height:1.6;font-style:italic;margin:0 0 10px;color:#0d1117\">&ldquo;The purpose of these tests was to see if flexible trailing edge wing flaps could improve aerodynamic efficiency and reduce the noise generated during takeoffs and landings.&rdquo;<\/p><p style=\"font-size:14px;color:#555;margin:0\"><strong>Fay Collier<\/strong>, NASA Environmentally Responsible Aviation project manager<\/p><\/div>\r\n\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #2e7d32;padding:20px 24px;margin:26px 0\"><p style=\"font-size:19px;line-height:1.6;font-style:italic;margin:0 0 10px;color:#0d1117\">&ldquo;We are thrilled to have accomplished all of our flight test goals without encountering any significant technical issues.&rdquo;<\/p><p style=\"font-size:14px;color:#555;margin:0\"><strong>Pete Flick<\/strong>, Air Force Research Laboratory programme manager, Wright-Patterson AFB<\/p><\/div>\r\n\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/mVGwenYn-bg\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/nasa-gulfstream-iii-n804na-acte-flight-test.jpg\" alt=\"NASA Gulfstream III testbed N804NA flying with experimental drag and noise reduction equipment\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">NASA&rsquo;s Gulfstream III testbed. Twenty-two flights between November 2014 and April 2015 proved a flexible flap on a transport-sized aircraft. Photo: NASA \/ Jim Ross, public domain<\/figcaption><\/figure>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">Why they do not snap<\/h2>\r\n<p>The reel teases this question and sends you to a pinned comment. The answer is less mysterious than the framing suggests.<\/p>\r\n<p>A compliant mechanism is designed so that the deformation is spread thinly over a large volume of material instead of being concentrated at a joint. Nothing in the structure is asked to bend very far; a great many things are asked to bend a little. Fibre orientation in the composite is tailored so the skin is stiff in the directions that carry flight loads and compliant in the one direction it needs to move. The strain stays inside the fatigue limit of the material, and then the whole thing is tested to destruction on the ground before anyone flies it.<\/p>\r\n<p>It is engineering, not a new material with magic properties. The 1985 F-111 did it with fibreglass and hydraulics. What has changed since is the quality of the composites, the cost of the analysis, and the fact that actuators can now be small enough to distribute along a span rather than concentrated at two or three drive points.<\/p>\r\n<h2 style=\"padding-top:22px\">What is flying right now<\/h2>\r\n<p>Two programmes are worth watching.<\/p>\r\n<p>The German Aerospace Center has been flying morphAIR, which puts a hyperelastic morphing trailing edge on the PROTEUS uncrewed testbed. Rather than two or three big actuators, it uses a row of small ones distributed across the span, adjusting the aerofoil at ten separate points. The same airframe has flown with conventional reference wings so the two can be compared directly. A larger 70-kilogram version is due to fly this year.<\/p>\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #ef6c00;padding:20px 24px;margin:26px 0\"><p style=\"font-size:19px;line-height:1.6;font-style:italic;margin:0 0 10px;color:#0d1117\">&ldquo;The morphing wing can change its shape during flight, allowing it to adapt optimally to different flight conditions.&rdquo;<\/p><p style=\"font-size:14px;color:#555;margin:0\"><strong>Martin Radestock<\/strong>, project leader, DLR Institute of Lightweight Systems<\/p><\/div>\r\n\r\n\r\n<p>The bigger one is Airbus. The Extra Performance Wing demonstrator is a high aspect ratio composite wing of about 20 metres span, roughly a third the scale of a future single-aisle airliner, bolted to a modified Cessna Citation VII flown uncrewed from the ground. It combines a semi-aeroelastic hinged wingtip, which lets two metres of tip fold to shed gust loads instead of carrying them into the wing box, with a trailing edge of three flaps each carrying four fast-acting tabs. Taxi trials are set for the second quarter of 2026 and first flight for the middle of the year. Airbus is talking about 5 to 10 per cent efficiency over current narrowbodies, aimed at an A320 successor in the late 2030s.<\/p>\r\n<h2 style=\"padding-top:22px\">So why is nothing in production<\/h2>\r\n<p>Four reasons, none of them technical novelty.<\/p>\r\n<p><strong>Certification.<\/strong> A hinged flap has a small number of discrete positions and a well understood failure mode. A continuously variable bending surface has to be shown safe across the whole range, including every way it can jam part-deployed, and asymmetrically. That is a much larger test and analysis burden for a regulator who has fifty years of service history on the old design.<\/p>\r\n<p><strong>Jam cases.<\/strong> A conventional flap that fails can usually be left where it is, and the crew flies an approach at a higher speed. A morphing surface stuck at an awkward camber, on one wing only, is a harder problem, and the system has to be built to make it survivable.<\/p>\r\n<p><strong>The incumbent is very good.<\/strong> Fowler flaps are heavy and noisy, but they are cheap, repairable by people who already know how, and they deliver an enormous change in lift for takeoff and landing. Morphing trailing edges are better at cruise optimisation than at generating the sheer lift increment a heavy jet needs on a short runway.<\/p>\r\n<p><strong>Nobody wants to go first.<\/strong> A single-digit percentage fuel saving is worth billions across a fleet, but only if the aircraft sells. Airframers put novelty where it is cheapest to certify, and the wing trailing edge is not that place. This is why the technology keeps getting proven on testbeds and then parked.<\/p>\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #6a1b9a;padding:20px 24px;margin:26px 0\"><p style=\"font-size:19px;line-height:1.6;font-style:italic;margin:0 0 10px;color:#0d1117\">&ldquo;Thanks to AFRL for its vision and leadership in recognizing the merits of our technology 17 years ago and supporting the development all the way through these flight tests.&rdquo;<\/p><p style=\"font-size:14px;color:#555;margin:0\"><strong>Sridhar Kota<\/strong>, founder of FlexSys and inventor of FlexFoil, on the conclusion of the ACTE flights<\/p><\/div>\r\n\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/gS3ry-e8vbw\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">One correction worth making<\/h2>\r\n<p>The reel says morphing wings eliminate drag. Nothing eliminates drag. A wing that is the right shape at every point in the flight reduces the drag penalty you pay for being the wrong shape most of the time, which is a real and valuable gain, and it is worth single-digit percentages rather than a revolution.<\/p>\r\n<p>The honest version of the story is better than the hype anyway. This is a technology that was demonstrated on a fighter in the 1980s, demonstrated again on a transport-sized jet in 2015, is flying on uncrewed testbeds in Germany now, and goes up on an Airbus demonstrator in the next few months. The obstacle was never the wing. It was everything around it.<\/p>\r\n\r\n<div style=\"margin:24px 0;display:flex;justify-content:center\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.instagram.com\/reel\/DcXrXpSqbeC\/embed\/\" style=\"width:100%;max-width:540px;height:1000px;border:0\" scrolling=\"no\" allowtransparency=\"true\"><\/iframe><\/div>\r\n\r\n\r\n\r\n<style>.mfq{margin:34px 0 8px}.mfq h2{font:26px\/1.3 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117;padding-top:22px;margin:0 0 6px}.mfq .qa details{border-top:1px solid #5C91FF;margin:0;padding:0}.mfq .qa details:last-of-type{border-bottom:1px solid #e2e7ee}.mfq .qa summary{cursor:pointer;list-style:none;display:flex;justify-content:space-between;align-items:center;gap:16px;padding:22px 26px;font:18px\/1.7 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117}.mfq .qa summary::-webkit-details-marker{display:none}.mfq .qa summary::after{content:\"+\";font:24px Helvetica,sans-serif;color:#3568e0;flex:0 0 auto}.mfq .qa details[open] summary::after{content:\"\\2013\"}.mfq .qa details:hover summary{color:#3568e0}.mfq .qa .a{font:16px\/1.7 \"Gilroy regular\",Helvetica,Arial,sans-serif;color:#454e5e;padding:0 26px 24px}.mfq .qa .a a{color:#3568e0}@media(max-width:680px){.mfq .qa summary{padding:18px 14px;font-size:17px}.mfq .qa .a{padding:0 14px 20px}}<\/style>\r\n\r\n\r\n<section class=\"mfq\"><h2>Frequently Asked Questions<\/h2><div class=\"qa\"><details open><summary>What is a morphing wing?<\/summary><div class=\"a\">A morphing wing changes its aerodynamic shape in flight by bending, rather than by moving separate hinged panels. The skin itself deforms, so the surface stays smooth and there are no slots or gaps. The aim is to give the aircraft the optimum aerofoil shape at every point in the flight instead of a compromise shape that is right at only one condition.<\/div><\/details><details><summary>When did the first morphing wing fly?<\/summary><div class=\"a\">The AFTI\/F-111A Mission Adaptive Wing first flew in 1985 at NASA Dryden. It had flexible composite upper skins bent by hydraulic drive units buried inside the wing, with the leading edge and three trailing-edge panels per side each deflecting about 20 degrees, and no external hinges or gaps. It is the direct ancestor of every morphing wing programme since.<\/div><\/details><details><summary>How much better did the Mission Adaptive Wing perform?<\/summary><div class=\"a\">Phase I of the flight programme, completed in November 1986, met its wind-tunnel-derived goals: roughly 30 per cent more range, about 30 per cent more usable buffet-free lift and around a 20 per cent improvement in sustained turn. Boeing also estimated a production version would be about 600 pounds lighter than conventional slats and flaps and cut flap maintenance by around 35 per cent.<\/div><\/details><details><summary>What was the NASA Adaptive Compliant Trailing Edge?<\/summary><div class=\"a\">The Adaptive Compliant Trailing Edge, or ACTE, was a joint NASA, Air Force Research Laboratory and FlexSys project that replaced both 19-foot aluminium Fowler flaps on NASA&rsquo;s Gulfstream III testbed with flexible composite flaps. It flew 22 research flights between November 2014 and April 2015, with the flap deflecting from minus 2 to plus 30 degrees and a seamless flexible seal where it met the wing.<\/div><\/details><details><summary>Why do morphing wings not break when they bend?<\/summary><div class=\"a\">They use compliant mechanisms, which spread the deformation thinly across a large volume of material instead of concentrating it at a joint. Fibre orientation in the composite is tailored so the structure is stiff where it must carry flight loads and flexible only in the direction it needs to move, keeping strain inside the material&rsquo;s fatigue limit. The structure is then tested to destruction on the ground before flight.<\/div><\/details><details><summary>Are any airliners flying with morphing wings today?<\/summary><div class=\"a\">No. Every airliner in service still uses hinged or tracked flaps. The technology has been repeatedly demonstrated on testbeds but never certified for production, mainly because of certification burden, failure and jam cases, and the fact that conventional flaps remain cheap, repairable and very effective at generating the lift a heavy jet needs for takeoff and landing.<\/div><\/details><details><summary>What is the Airbus Extra Performance Wing?<\/summary><div class=\"a\">It is an Airbus demonstrator for a future A320 successor: a high aspect ratio composite wing of about 20 metres span, roughly a third the scale of a future single-aisle airliner, fitted to a modified Cessna Citation VII flown uncrewed. It combines a semi-aeroelastic hinged wingtip that folds to shed gust loads with a trailing edge of three flaps carrying four fast-acting tabs each. Taxi trials are planned for the second quarter of 2026 and first flight for mid-2026, targeting a 5 to 10 per cent efficiency gain.<\/div><\/details><details><summary>Do morphing wings eliminate drag?<\/summary><div class=\"a\">No. Nothing eliminates drag. A morphing wing reduces the drag penalty an aircraft pays for flying with a fixed aerofoil shape that is only optimal at one condition. The realistic benefit is in the single-digit percentages of fuel burn, which is commercially significant across a fleet but is not the order-of-magnitude change sometimes claimed online.<\/div><\/details><\/div><\/section>\r\n\r\n\r\n\r\n<script type=\"application\/ld+json\">{\"@context\":\"https:\/\/schema.org\",\"@type\":\"FAQPage\",\"mainEntity\":[{\"@type\":\"Question\",\"name\":\"What is a morphing wing?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"A morphing wing changes its aerodynamic shape in flight by bending, rather than by moving separate hinged panels. The skin itself deforms, so the surface stays smooth and there are no slots or gaps. The aim is to give the aircraft the optimum aerofoil shape at every point in the flight instead of a compromise shape that is right at only one condition.\"}},{\"@type\":\"Question\",\"name\":\"When did the first morphing wing fly?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"The AFTI\/F-111A Mission Adaptive Wing first flew in 1985 at NASA Dryden. It had flexible composite upper skins bent by hydraulic drive units buried inside the wing, with the leading edge and three trailing-edge panels per side each deflecting about 20 degrees, and no external hinges or gaps. It is the direct ancestor of every morphing wing programme since.\"}},{\"@type\":\"Question\",\"name\":\"How much better did the Mission Adaptive Wing perform?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Phase I of the flight programme, completed in November 1986, met its wind-tunnel-derived goals: roughly 30 per cent more range, about 30 per cent more usable buffet-free lift and around a 20 per cent improvement in sustained turn. Boeing also estimated a production version would be about 600 pounds lighter than conventional slats and flaps and cut flap maintenance by around 35 per cent.\"}},{\"@type\":\"Question\",\"name\":\"What was the NASA Adaptive Compliant Trailing Edge?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"The Adaptive Compliant Trailing Edge, or ACTE, was a joint NASA, Air Force Research Laboratory and FlexSys project that replaced both 19-foot aluminium Fowler flaps on NASA\u2019s Gulfstream III testbed with flexible composite flaps. It flew 22 research flights between November 2014 and April 2015, with the flap deflecting from minus 2 to plus 30 degrees and a seamless flexible seal where it met the wing.\"}},{\"@type\":\"Question\",\"name\":\"Why do morphing wings not break when they bend?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"They use compliant mechanisms, which spread the deformation thinly across a large volume of material instead of concentrating it at a joint. Fibre orientation in the composite is tailored so the structure is stiff where it must carry flight loads and flexible only in the direction it needs to move, keeping strain inside the material\u2019s fatigue limit. The structure is then tested to destruction on the ground before flight.\"}},{\"@type\":\"Question\",\"name\":\"Are any airliners flying with morphing wings today?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"No. Every airliner in service still uses hinged or tracked flaps. The technology has been repeatedly demonstrated on testbeds but never certified for production, mainly because of certification burden, failure and jam cases, and the fact that conventional flaps remain cheap, repairable and very effective at generating the lift a heavy jet needs for takeoff and landing.\"}},{\"@type\":\"Question\",\"name\":\"What is the Airbus Extra Performance Wing?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"It is an Airbus demonstrator for a future A320 successor: a high aspect ratio composite wing of about 20 metres span, roughly a third the scale of a future single-aisle airliner, fitted to a modified Cessna Citation VII flown uncrewed. It combines a semi-aeroelastic hinged wingtip that folds to shed gust loads with a trailing edge of three flaps carrying four fast-acting tabs each. Taxi trials are planned for the second quarter of 2026 and first flight for mid-2026, targeting a 5 to 10 per cent efficiency gain.\"}},{\"@type\":\"Question\",\"name\":\"Do morphing wings eliminate drag?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"No. Nothing eliminates drag. A morphing wing reduces the drag penalty an aircraft pays for flying with a fixed aerofoil shape that is only optimal at one condition. The realistic benefit is in the single-digit percentages of fuel burn, which is commercially significant across a fleet but is not the order-of-magnitude change sometimes claimed online.\"}}]}<\/script><p style=\"font-size:14px;color:#777;font-style:italic;margin-top:28px\">Sources: NASA Armstrong Flight Research Center; NASA Adaptive Compliant Trailing Edge project page; Air Force Research Laboratory \/ Wright-Patterson AFB; Air &amp; Space Forces Magazine pilot report on the AFTI\/F-111; NASA Technical Reports Server; DLR morphAIR; Airbus Extra Performance Wing reporting; astro_saim on Instagram; Afterburner reporting<\/p>\r\n\r\n\r\n<div style=\"background:#f0f4ff;border-left:4px solid #5C91FF;padding:18px 22px;margin:28px 0\"><h3 style=\"margin:0 0 8px;font-size:19px\">Related Posts<\/h3><ul style=\"margin:0;padding-left:20px\"><li style=\"margin:6px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/upper-heyford-1992-f-111e-lindh-mcguire-crew-escape-module\/\">Upper Heyford 1992: The F-111 Crew Who Stayed at the Controls<\/a><\/li><li style=\"margin:6px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/terrain-following-radar-low-level-flight-explained\/\">Terrain-Following Radar: Flying at 200 Feet in the Dark<\/a><\/li><li style=\"margin:6px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/bell-x-5-first-variable-sweep-wing-flight\/\">Bell X-5: The First Wing to Sweep in Flight<\/a><\/li><li style=\"margin:6px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/f6d-missileer-fleet-defense-cancelled\/\">The Fighter Built Never to Dogfight<\/a><\/li><\/ul><\/div>\r\n\r\n\r\n","protected":false},"excerpt":{"rendered":"<p>A reel doing the rounds this week promises that the days of heavy mechanical flaps are numbered, and that flexible composite wings which morph in flight are about to arrive and change everything. Smooth wings that bend instead of hinging, no gaps, less drag, less fuel. All of that is real. None of it is [&hellip;]<\/p>\n","protected":false},"author":23,"featured_media":22446322,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"editor_notices":[],"footnotes":""},"categories":[665,664],"tags":[],"class_list":["post-22446663","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-aviation-world","category-military-aviation"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v28.4 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>The Morphing Wing Already Flew, in 1985, on an F-111 | MiGFlug<\/title>\n<meta name=\"description\" content=\"The morphing wing is not new. One flew on an F-111 in 1985 with 30 per cent more range. 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