Modern racing sailplanes are optimized for the highest possible cross-country speed. Altitude is gained by circling in thermals with a low sink rate. The distance to the next thermal is flown at high speeds, where the speed depends on the strength of the thermal. Therefore, the objective of the aerodynamic design is to find the best compromise between climbing performance and high speed performance. This compromise can be alleviated by changing the shape of the wing. This has been done on sailplanes using camber changing flaps. A new approach is the morphing of the forward section of the wing. Weinzierl et al.[1] showed that a higher maximum lift coefficient of the airfoil in morphed configuration allows a decrease in the wetted area of the wing and an increase in wing loading while keeping the same thermalling and stall speed. This could increase the high-speed performance caused by lower absolute profile drag. The structural concept is depicted in figure 1, showing the undeformed high speed configuration and the morphed low speed configuration combined with a conventional hinged trailing edge flap. Compliant mechanism ribs are intended to precisely deform the forward section of the wing to a high lift airfoil with higher camber. Such ribs are spread over the wingspan every 500 mm approximately. The highly anisotropic wing shell concept is stiff in spanwise direction and compliant to bending deformation in direction of flight [2]. A small compressible section consisting of a corrugated structure as proposed by Yokozeki [3] or a sliding joint connects the morphing section to the primary wing structure. A thin mylar foil acts as an aerodynamic sealing. Boermans proofed that this sealing type allows to maintain laminar flow over the flap gap. For roll control and as a second high lift device, a conventional hinged trailing edge flap is used. Similar concepts include those introduced for transport aircraft by the Composite Structures and Adaptive Systems Research Group of the German Aerospace Center (DLR)[4–7] and the FlexSys concept [8, 9]. The main difference of the presented system to the aforementioned concepts is that the leading edge remains on the same developed length