All high-lift devices increase the value of the maximum lift coefficient (CLMAX). Two common ways to increase CLMAX are to increase the camber of the airfoil or to delay the boundary layer separation. The usual method of increasing the camber is through the use of trailing-edge flaps (DA'F, 1970). The deflection increase boundary layer energy only, slats increase boundary layer energy and increase the local camber, and leading edge flaps increase the local camber only (Kluga, 1985a). One main disadvantage of slots is the high stall angle created. The airplane must approa~h for a landing in an extreme nose-up attitude which promotes reduced visibility.
Yes, twistable wing flaps would improve aerodynamic efficiency. The potential advantage of such a configuration is the ability to change where the center of lift is located on the wing, such as how and where the wing responds to wind gusts. Another advantage is that this can lead to future wing designs that are much lighter, making the aircraft more efficient, as shape-changing control surfaces installed on the trailing edges can improve fuel efficiency, reduce noise, and lessen turbulence during flight.
Twist is an aerodynamic feature added to aircraft wings to adjust lift distribution along the wing. Now by using twistable flaps could augment aerodynamic efficiency during critical flight paths i.e. take off and landing where flaps play important role.
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