Wing warping, the last exponant of this technology (to put it to use) was Fokker in mid-1916 with the D-I and D-II, these were quickly out preformed by the Sopwiths abd Nieuports with those boards on the wingtips.
Mr. Majumdar's article brings out the topic of adjusting the wing for perfomance in variable (gust control, flutter) conditions. He mentions thinner more flexible wings. Getting back to the earlier era the flexible wing did have some serious self induced flutter prolems at high speed (approaching 90 kph in the Fokker E-III case, this I recall was a twist around the spare which tended to reverse the control input (I will have to look that up again). But I am sure the current crop of engineers, have all the information I have. So I will get back on track.
Automatic gust control was introduced on the Lockheed 1011, with a stabliity system that moved the outboard aileron slightly as a result of acceleration sensor input. this eased pilot workload by hiding the transiant variables of flight. How will this system be better? Will it be cost effective? Or is it a nice to have... or a ooo- ah new gaget that costs twice as much and does the samething, but differently?
Until we can have a wing like a falcon, we won't have a flexible wing. Even then is it worth anything other than an educational exercise?
Think about It.