This paper presents wind tunnel experimental results of a flexible wing high-lift configuration with a variable camber continuous trailing edge flap (VCCTEF) design for drag minimization, tested at the University of Washington Aeronautical Laboratory (UWAL) in July of 2014. The objective of the high-lift test in UWAL is to assess the high-lift performance of the VCCTEF. The wing bending stiffness is tailored to achieve a wing tip deflection of about 10% of the wing semi-span at 1-g flight conditions. The VCCTEF is a multi-segment flap design having three chordwise camber segments and five spanwise flap sections for a total of 15 individual flap elements. The high-lift design includes a Variable Camber Krueger (VCK) leading edge device and an inboard high-lift trailing edge flap with a Fowler motion. Two inboard high-lift flap configurations are tested: a single-element plain flap and a three-segment cambered flap. The outboard VCCTEF is rigged at varying flap deflections of up to 30 • formed by a circular arc camber and has no Fowler motion. A premature flow separation associated with the initial configuration of the VCK leading edge device, as indicated by an abrupt stall, was encountered during the initial runs. A final VCK configuration was found experimentally with a varying rigging angle from 65 • at the inboard to 50 • at the outboard. Wind tunnel test results indicate a C L max = 2.13 is achieved for a wing-body configuration with the single-element plain flap versus C L max = 2.09 with the cambered flap. This C L max is close to the desired C L max for a typical Boeing 757 landing configuration. The cambered flap achieves a L/D improvement by 6% over the single-element plain flap due to the reduced profile drag with the cambered flap. Sensitivities due to VCCTEF spanwise deflection shapes, combined Reynolds number / aeroelastic effect, and Fowler slot width were studied. Reynolds / aeroelastic and Mach number corrections

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