Body tab yaw deflector

In one embodiment, an apparatus includes a first deflector configured to couple to a shaft of an aircraft. The first deflector may form part of a top surface of the aircraft when in a first closed position. The apparatus may further include a second deflector configured to couple to the shaft and form part of a bottom surface of the aircraft when in a second closed position. The first deflector and the second deflector may be configured to be positioned at a junction of a body of the aircraft and a wing of the aircraft. The first deflector and the second deflector may be configured to simultaneously pivot from the closed positions to respective first and second open positions upon actuation of the shaft.

TECHNICAL FIELD

This disclosure relates in general to aircraft control, and more particularly to yaw control in an aircraft.

BACKGROUND

During flight, a yawing moment may be exerted on an aircraft. The moment may cause a side-to-side movement of the aircraft's nose. This side-to-side movement may be referred to as yaw.

SUMMARY OF THE DISCLOSURE

According to one embodiment, an apparatus includes a first deflector configured to couple to a shaft of a wing of an aircraft and form part of a top surface of the wing when in a first closed position, and a second deflector configured to couple to the shaft and form part of a bottom surface of the wing when in a second closed position. The first deflector and the second deflector may be configured to be positioned proximate to the tip of the wing. The first deflector and the second deflector may be configured to simultaneously pivot from the closed positions to respective first and second open positions upon actuation of the shaft.

According to another embodiment, an apparatus includes a first deflector configured to couple to a shaft of an aircraft. The first deflector may form part of a top surface of the aircraft when in a first closed position. The apparatus may further include a second deflector configured to couple to the shaft and form part of a bottom surface of the aircraft when in a second closed position. The first deflector and the second deflector may be configured to be positioned at a junction of a body of the aircraft and a wing of the aircraft. The first deflector and the second deflector may be configured to simultaneously pivot from the closed positions to respective first and second open positions upon actuation of the shaft.

The present disclosure may provide numerous advantages. For example, the yaw control device may be positioned proximate to the wingtip such that thicker regions of the wing may be used for fuel storage thereby maximizing the range of an aircraft. As another example, positioning the yaw control device proximate to the wingtip so that the yaw control device is not in front of a trailing edge control device (e.g., an elevon) in the wing may provide a primary load path that may not have to transfer loads through multiple adjacent cutouts in the wing structure. As another example, a smaller actuator load may be used to actuate the deflectors of the yaw control device because the deflectors may be coupled to a common shaft. By coupling the deflectors to a common shaft, the aerodynamic moment about the shaft may be minimized due to opposing forces from the deflectors. Additionally, separate actuators may not be required since one actuator may be used to actuate the common shaft. As another example, the yaw control device may be positioned at a distance from the leading and trailing edges of a wing so that the leading and trailing edges are maintained as continuous edges with no breaks in the edges even when the yaw control device is in an open position, thereby enhancing the aerodynamic performance of the aircraft. As another example, the yaw control device may be positioned at a distance from the wingtip such that the tip of the wing may not open and close with the deflectors. This positioning may allow for continuous leading and trailing edges at the tip of the wing, which may allow for a stiffer wing structure. As another example, the common shaft may be oriented at an aft-swept angle, thereby providing a side force adding to the generation of a yaw moment. Deflectors having an aft-swept common shaft may generate a greater yaw moment for a given surface size than a common shaft oriented normal to a longitudinal axis of the aircraft. As another example, the deflectors of the yaw control device may each have an approximately equal area thereby providing counter-acting hinge moments about the common shaft attached to the deflectors. The counter-acting hinge moments may minimize the total hinge moment that the common control actuator must overcome, thereby allowing for a smaller actuator. As another example, the deflectors may be opened on both left and right wings simultaneously, thereby providing a speed-brake function. As another example, positioning the deflectors proximate to a junction where the wing and fuselage meet may allow an aircraft to use more area in the wing for fuel storage, thereby allowing the aircraft to travel longer distances. As another example, positioning the deflectors in the body (e.g., fuselage) of an aircraft proximate to a junction where the wing and the body meet may reduce the structural weight of the aircraft, because the deflectors may be positioned in an area that already has sufficient structural stiffness due to the region's depth. In that example, the aircraft may not need additional structural components that add weight, thereby potentially reducing the aircraft's structural weight. As another example, positioning the deflectors away from the trailing edge control devices may reduce adverse aerodynamic interactions that can result from integration of the deflectors with trailing edge control devices.

DETAILED DESCRIPTION OF THE DISCLOSURE

An aircraft may rotate about three axes due to forces exerted on the aircraft during flight. These three axes each intersect the aircraft's center of gravity and include the following: a pitch axis, a roll axis, and a yaw axis. The pitch axis is an axis that is perpendicular to the side of the body (e.g., a lateral axis through the aircraft's center of gravity). The roll axis is an axis that is parallel to the body (e.g., a longitudinal axis that runs the length of the body and intersects the aircraft's center of gravity). The yaw axis is an axis that is perpendicular to the top surface of the body (e.g., a vertical axis through the aircraft's center of gravity). An aircraft may include components to control rotation about these axes to provide stability and safety to the aircraft.

Yaw control may allow an aircraft to counteract side forces that are exerted on the aircraft during flight. For example, an aerodynamic force, such as wind, may act on a left side of an aircraft's nose. This aerodynamic force may create a moment about the aircraft's yaw axis that could result in the aircraft rotating clockwise about the yaw axis. Without yaw control to balance the aerodynamic force, the aircraft may rotate uncontrollably.

Accordingly, aspects of the present disclosure include an apparatus that, in one embodiment, includes a first deflector configured to couple to a shaft of a wing of an aircraft and form part of a top surface of the wing when in a first closed position, and a second deflector configured to couple to the shaft and form part of a bottom surface of the wing when in a second closed position. The first deflector and the second deflector may be configured to be positioned proximate to the tip of the wing. The first deflector and the second deflector may be configured to simultaneously pivot from the closed positions to respective first and second open positions upon actuation of the shaft.

The present disclosure may provide numerous advantages. For example, the yaw control device may be positioned proximate to the wingtip such that thicker regions of the wing may be used for fuel storage thereby maximizing the range of an aircraft. As another example, positioning the yaw control device proximate to the wingtip so that the yaw control device is not in front of a trailing edge control device (e.g., an elevon) in the wing may provide a primary load path that may not have to transfer loads through multiple adjacent cutouts in the wing structure. As another example, a smaller actuator load may be used to actuate the deflectors of the yaw control device because the deflectors may be coupled to a common shaft. By coupling the deflectors to a common shaft, the aerodynamic moment about the shaft may be minimized due to opposing forces from the deflectors. Additionally, separate actuators may not be required since one actuator may be used to actuate the common shaft. As another example, the yaw control device may be positioned at a distance from the leading and trailing edges of a wing so that the leading and trailing edges are maintained as continuous edges with no breaks in the edges even when the yaw control device is in an open position, thereby enhancing the aerodynamic performance of the aircraft. As another example, the yaw control device may be positioned at a distance from the wingtip such that the tip of the wing may not open and close with the deflectors. This positioning may allow for continuous leading and trailing edges at the tip of the wing, which may allow for a stiffer wing structure. As another example, the common shaft may be oriented at an aft-swept angle, thereby providing a side force adding to the generation of a yaw moment. Deflectors having an aft-swept common shaft may generate a greater yaw moment for a given surface size than a common shaft oriented normal to a longitudinal axis of the aircraft. As another example, the deflectors of the yaw control device may each have an approximately equal area thereby providing counter-acting hinge moments about the common shaft attached to the deflectors. The counter-acting hinge moments may minimize the total hinge moment that the common control actuator must overcome, thereby allowing for a smaller actuator. As another example, the deflectors may be opened on both left and right wings simultaneously, thereby providing a speed-brake function. Other technical advantages will be readily apparent to one skilled in the art from the following figures, descriptions, and claims. Moreover, while specific advantages have been enumerated above, various embodiments may include all, some, or none of the enumerated advantages.

Additional details are discussed inFIGS. 1 through 3.FIG. 1illustrates aircraft100in which an example yaw control device130may be used, andFIG. 2shows an example swept back wing120with yaw control device130ofFIG. 1.FIGS. 3A and 3Billustrate a section view of swept back wing120and yaw control device130ofFIG. 2in a closed and open position.

FIG. 1is a diagram illustrating an aircraft100in which an example yaw control device130may be used, according to certain embodiments. Aircraft100may be any type of airborne vehicle in an embodiment. For example, aircraft100may be a tailless aircraft. Tailless aircraft may not have a vertical fin and/or a horizontal stabilizing structure in the aircraft's tail section in some embodiments. As another example, aircraft100may be an aircraft with a tail. Aircraft100may include a body110, a swept back wing120and a yaw control device130in certain embodiments.

Body110may be a structural component of aircraft100in an embodiment. For example, body110may be a fuselage. As another example, body110may be the main structural component of an aircraft with a “flying wing” configuration. Body110may be any shape. For example, body110may be a long hollow cylindrical tube. As another example, body110may have a slender shape to reduce drag, such as in a fighter plane. Body110may be coupled to swept back wing120in certain embodiments.

Swept back wing120may be a wing that angles rearward from root210in an embodiment. For example, swept back wing120may be angled rearward in a direction from the nose of aircraft100towards the rear of aircraft100rather than at an angle perpendicular to body110. Swept back wing120may have various sweep angles that can be measured by comparing a line from leading edge230to tip220to a perpendicular of a longitudinal axis of body110(such as the pitch axis). For example, swept back wing120may have a sweep angle of twenty-five degrees. As another example, swept back wing120may have a sweep angle of forty-five degrees. Swept back wing120may be coupled to body110at root210in certain embodiments. Swept back wing120may provide a technical advantage of delaying shockwaves and aerodynamic drag of aircraft100. Swept back wing120may include a yaw control device130in certain embodiments. In some embodiments, the wing may have no sweep, or may be swept forward.

Yaw control device130may be a device that includes first deflector250and second deflector260(described below) configured to provide yaw control in aircraft100in certain embodiments. As noted above, aerodynamic forces may be exerted on aircraft100, which may cause aircraft100to rotate about its yaw axis. To counteract these aerodynamic forces and balance aircraft100, yaw control device130may be actuated such that yaw control device130pivots to an open position. One or more yaw control devices130may be positioned on each swept back wing120. For example, each swept back wing120may have two yaw control devices130. In that example, each yaw control device130may have two deflectors that are actuated by separate shafts. Yaw control device130may be positioned proximate to tip220of swept back wing120in certain embodiments.

FIG. 2is a bottom perspective view illustrating an example of swept back wing120with yaw control device130ofFIG. 1, according to certain embodiments. Swept back wing120may include a root210, a tip220, a leading edge230, a trailing edge240, a first deflector250, a second deflector260, and distances270,280, and290in certain embodiments.

Root210may be a portion of swept back wing120that is attached to body110in an embodiment. In some embodiments, root210may represent the centerline of aircraft100, such as in a “flying wing” configuration. Root210may be located proximal to body110and distal to tip220in an embodiment. Root210may run parallel to body110in certain embodiments. Root210may be positioned opposite to tip220in certain embodiments.

Tip220of swept back wing120may be a portion of swept back wing120that forms the outermost edge of swept back wing120with respect to body110. Tip220may be distal to body110in an embodiment. Tip220may be positioned opposite to root210in certain embodiments. Tip220may have a continuous edge in an embodiment. For example, when first deflector250and second deflector260are positioned in an open position, an edge of tip220may not have a break in its structure. In certain embodiments, tip220remains in a fixed position and does not actuate or pivot with first deflector250and second deflector260. A continuous edge at tip220may provide improved structural stiffness and structural load paths. In addition, a continuous edge at tip220may provide improved aerodynamic efficiency due to the lack of gaps or edges in tip220associated with other tip-mounted control surfaces.

Leading edge230may be the foremost edge of swept back wing120in an embodiment. Leading edge230may be a continuous edge in certain embodiments. For example, when first deflector250and second deflector260are positioned in an open position, leading edge230may be a single edge without any breaks in its structure. In certain embodiments, leading edge230remains in a fixed position and does not actuate or pivot with first deflector250and second deflector260. A continuous edge along leading edge230may provide improved aerodynamic efficiency due to the lack of gaps or edges in leading edge230.

Trailing edge240may be the rear edge of swept back wing120in an embodiment. Trailing edge240may be opposed to leading edge230in an embodiment. Trailing edge240may be a continuous edge in certain embodiments. For example, when first deflector250and second deflector260are positioned in an open position, trailing edge240may be a single edge without any breaks in its structure. In certain embodiments, trailing edge240remains in a fixed position and does not actuate or pivot with first deflector250and second deflector260. A continuous edge along trailing edge240may provide improved aerodynamic efficiency due to the lack of gaps or edges in trailing edge240.

Top surface242may be a surface of swept back wing120that is the top-most surface of swept back wing120in an embodiment. Top surface242may also be a surface from which first deflector250extends when actuated to an open position. Top surface242may be opposed to bottom surface244in an embodiment.

Bottom surface244may be a surface of swept back wing120that is the bottom-most surface of swept beck wing120in an embodiment. Bottom surface244may also be a surface from which second deflector260extends when actuated to an open position in an embodiment. Bottom surface244may be opposed to top surface242in an embodiment.

First deflector250may be a panel of swept back wing120that provides yaw control for aircraft100in an embodiment. First deflector250may be located proximate to tip220in an embodiment. For example, first deflector250may be positioned at distance290from tip220. In that example, first deflector250may be positioned closer to tip220than to root210. First deflector250may be positioned at distance290from tip220such that tip220does not actuate with first deflector250. First deflector250may be positioned distal to root210and body110in an embodiment. By positioning first deflector250proximate to tip220, first deflector250may provide the ability for tip220to be a continuous closed structure that may have advantages of stiffness, lighter weight and improved aerodynamics. First deflector250may be attached to shaft310(discussed below in reference toFIG. 3A) in certain embodiments. For example, first deflector250may be attached to shaft310using hinge320. First deflector250may be actuated by shaft310in an embodiment. For example, first deflector250may be actuated by pilot control or automatically. First deflector250may be approximately the same size as second deflector260in an embodiment. For example, first deflector250and second deflector260may have the same length and width. As another example, first deflector250and second deflector260may have the same area. The surface area of first deflector250may be adjusted as needed to provide the best balance between control authority and minimizing actuator hinge moment. First deflector250may be any shape in an embodiment. First deflector250may be made of any material, such as a metal or a composite. First deflector250may form part of top surface242when positioned in a closed position. First deflector250may pivot upward from top surface242when shaft310is actuated. By pivoting upward from top surface242, first deflector250may provide yaw control to aircraft100when pivoted on a single side of aircraft100. First deflector250may be configured to pivot to an open position such that first deflector250has an angle of incidence to an airflow. This configuration may be done by, for example, coupling first deflector250to a shaft (e.g., shaft310) that has a swept back angle. When first deflector250is pivoted on both sides of aircraft100, first deflector250may act as an air brake.

Second deflector260may be a panel of swept back wing120that provides yaw control for aircraft100in an embodiment. Second deflector260may be located proximate to tip220in an embodiment. For example, second deflector260may be positioned at distance290from tip220. In that example, second deflector260may be positioned closer to tip220than to root210. Second deflector260may be positioned at distance290from tip220such that tip220does not actuate with second deflector260. Second deflector260may be positioned distal to root210and body110in an embodiment. By positioning second deflector260proximate to tip220, second deflector260may provide the ability for tip220to be a continuous closed structure that may have advantages of stiffness, lighter weight, and improved aerodynamics. Second deflector260may be attached to shaft310in certain embodiments. For example, second deflector260may be attached to shaft310using hinge320. Second deflector260may be actuated by shaft310in an embodiment. For example, second deflector260may be actuated by pilot control or automatically. Second deflector260may be approximately the same size as first deflector250in an embodiment. For example, first deflector250and second deflector260may have the same length and width. As another example, first deflector250and second deflector260may have the same area. The surface area of second deflector260may be adjusted as needed to provide the best balance between control authority and minimizing actuator hinge moment. Second deflector260may be any shape in an embodiment. Second deflector260may be made of any material, such as a metal or a composite. Second deflector260may form part of bottom surface244when positioned in a closed position. Second deflector260may pivot downward from bottom surface244when shaft310is actuated. By pivoting downward from bottom surface244, second deflector260may provide yaw control to aircraft100when pivoted on a single side of aircraft100. Second deflector260may be configured to pivot to an open position such that second deflector260has an angle of incidence to an airflow. This configuration may be done by, for example, coupling second deflector260to a shaft (e.g., shaft310) that has a swept back angle. When second deflector260is pivoted on both sides of aircraft100, second deflector260may act as an air brake.

Distance270may be a non-zero distance from trailing edge240to first deflector250and second deflector260in an embodiment. Distance270may allow trailing edge240to be maintained as a continuous edge when first deflector250and second deflector260are positioned in an open position.

Distance280may be a non-zero distance from leading edge230to first deflector250and second deflector260in an embodiment. Distance280may allow leading edge230to be maintained as a continuous edge when first deflector250and second deflector260are positioned in an open position.

Distance290is a non-zero distance from tip220to first deflector250and second deflector260in an embodiment. Distance290may allow tip220to be maintained as a continuous edge even when first deflector250and second deflector260are positioned in an open position. Distance290may be a distance such that first deflector250and second deflector260are positioned proximate to tip220and distal to root210.

FIG. 3Ais a section view illustrating an example of swept back wing120with yaw control device130ofFIG. 2in a closed position, according to certain embodiments.FIG. 3Bis a section view illustrating an example of swept back wing120with yaw control device130ofFIG. 2in an open position, according to certain embodiments. These figures will be discussed together below. Generally, in operation, yaw control device130may be actuated from a closed position, as illustrated inFIG. 3A, to an open position, as illustrated inFIG. 3B, to provide yaw control to aircraft100. As shown in the section view taken along section I-I ofFIG. 2, swept back wing120may include a shaft310and a hinge320in an embodiment.

Shaft310may be any type of shaft configured to couple to first deflector250and second deflector260in certain embodiments. Shaft310may couple to first deflector250and second deflector260in any manner. For example, shaft310may couple to first deflector250and second deflector260using hinge320. Shaft310may be positioned at a swept back angle in certain embodiments. For example, shaft310may be positioned at a swept back angle parallel to swept back wing120. Positioning shaft310at a swept back angle may allow shaft310to actuate first deflector250and second deflector260such that those deflectors have an angle of incidence to an airflow. Shaft310may be positioned proximate to leading edge230in certain embodiments. Shaft310may be positioned distal to trailing edge240in certain embodiments. Shaft310may be configured to simultaneously actuate first deflector250and second deflector260in an embodiment.

Hinge320may be any type of hinge configured to couple first deflector250and second deflector260to shaft310in an embodiment. For example, hinge320may be a gooseneck hinge. As another example, hinge320may be a gooseneck hinge connected to push rod linkages. As another example, hinge320may be arranged in a butterfly valve style of arrangement.

As an example embodiment of operation, one embodiment may include aircraft100with body110and swept back wing120. Swept back wing120may include yaw control device130with first deflector250and second deflector260each coupled to shaft310and positioned proximate to tip220of swept back wing120. First deflector250and second deflector260may initially be in a closed position, as illustrated inFIG. 3A. As aerodynamic forces act upon a side of aircraft100, the forces may cause a moment about the yaw axis of aircraft100. To counteract the yaw moment, shaft310may actuate first deflector250and second deflector260to an open position, as illustrated inFIG. 3B. For example, first deflector250may be actuated upward from top surface242and second deflector260may be actuated downward from bottom surface244. By actuating first deflector250and second deflector260to an open position, first deflector250and second deflector260may counteract the yaw moment exerted on aircraft100. As first deflector250and second deflector260are opened, a yaw moment may be introduced via a drag force acting through a moment arm relative to the center of gravity of aircraft100such that first deflector250and second deflector260provide yaw control to aircraft100.

FIG. 4is a top view illustrating another example aircraft100in which the example yaw control device130may be used, according to certain embodiments. The embodiment illustrated inFIG. 4illustrates many of the same components illustrated inFIGS. 1 through 3A and 3B, including aircraft100, swept back wing120, yaw control device130(with its position changed), first deflectors250, and second deflectors260. Except for changing the position of yaw control device130from wing tip220to wing-body junction407inFIG. 4, those components are generally as described above with respect toFIGS. 1 through 3A and 3B.FIG. 4also illustrates an aircraft centerline405, a wing-body junction407, an aft shelf410, a trailing edge control device415, and an engine bay420. These components and various embodiments describing the positioning of yaw control device130are described below.

Aircraft centerline405may be an axis along or through the center of aircraft100extending from the nose of aircraft100to the rear portion of aircraft100in an embodiment. Aircraft100may generally be symmetrical on each side of aircraft centerline405in an embodiment. For example, the shape of aircraft100may be symmetrical on either side of aircraft centerline405, though there may be differences between the components positioned on or within aircraft100. In an embodiment in which aircraft100has multiple yaw control devices130, each yaw control device130may be positioned symmetrically about aircraft centerline405.

Wing-body junction407may be a junction, area, or axis where swept back wing120meets, attaches, or is coupled to body110of aircraft100in an embodiment. For example, wing-body junction407may be located at root210of swept back wing120. Wing-body junction407may have a structural depth that is greater than a structural depth of any portion of swept back wing120. Wing-body junction407may be offset from aircraft centerline405and outboard of engine bay420in an embodiment.

Aft shelf410may be a portion of body110of aircraft100in an embodiment. Aft shelf410may be an extension of body110in an embodiment. Aft shelf410may be a portion of body110, but may not be a portion of swept back wing120in an embodiment. Aft shelf410may be a sponson in an embodiment. Aft shelf410may be a flat or substantially flat portion of body110in an embodiment. Aft shelf410may be a broad, flat portion of body110in an embodiment. Aft shelf410may be positioned inboard of swept back wing120in an embodiment. Aft shelf410may be positioned towards the rear portion of aircraft100. Aft shelf410may be positioned proximate to wing-body junction407in an embodiment. Aft shelf410may have a depth that is sized such that yaw control device130may fit within aft shelf410. Aft shelf410may have a depth that is thinner than the thickest diameter of body110, but thicker than the thickest portion of swept back wing120in an embodiment.

Trailing edge control device415may be an aircraft control device positioned at trailing edge240of swept back wing120. For example, trailing edge control device415may be a flap, trim tab, servo tab, anti-servo tab, or any other type of control device positioned at trailing edge240. Trailing edge control device415may be positioned at a distance from yaw control device130and outboard of yaw control device130in an embodiment.

Engine bay420may be a compartment of aircraft100where an engine(s) is located in an embodiment. Engine bay420may be positioned within body110of aircraft100in an embodiment. Engine bay420may be positioned inboard of wing root210in an embodiment. Engine bay420may be positioned along or centered on aircraft centerline405in an embodiment. Engine bay420may be positioned inboard of yaw control device130in an embodiment. In another embodiment, engine bay420may be positioned outboard of yaw control device130.

In an embodiment, yaw control device130may be positioned on body110proximate or adjacent to wing-body junction407(e.g., proximate to a junction where body110and swept back wing120meet). Positioning yaw control device130on body110proximate or adjacent to wing-body junction407may provide an advantage of allowing aircraft100to store more fuel in swept back wing120, thereby allowing aircraft100to fly longer. Positioning yaw control device130on body110proximate or adjacent to wing-body junction407may also reduce the weight of aircraft100, because no additional structural weight may be needed to support yaw control device130. Yaw control device130may be positioned inboard of wing-body junction407in an embodiment. Yaw control device130may be positioned on body110proximate to wing-body junction407, but not on swept back wing120in an embodiment. Yaw control device130may be positioned on aft shelf410in an embodiment. Yaw control device130may be positioned on body110inboard or outboard of engine bay420in an embodiment. For example, yaw control device130may be positioned on body110inboard of engine bay420and proximate to wing-body junction407. As another example, yaw control device130may be positioned on body110outboard of engine bay420and proximate to wing-body junction407. Yaw control device130may be positioned offset or at a distance from aircraft centerline405in an embodiment. In that embodiment, yaw control device130may be positioned closer to aircraft centerline405than wing tip220. Yaw control device130may be positioned at a distance away from and inboard of trailing edge control device415in an embodiment. Positioning yaw control device130inboard of trailing edge control device415may provide an advantage of reducing adverse aerodynamic interaction between yaw control device130and trailing edge control device415. Yaw control device130may be positioned on body110proximate or adjacent to wing root210in an embodiment. As with the embodiments described inFIGS. 1 through 3A and 3B, first deflector250of yaw control device130may be positioned away from leading edge230such that leading edge230may be a continuous edge when first deflector250is in an open position. Similarly, second deflector260may be positioned away from trailing edge240such that trailing edge240may be a continuous edge when second deflector260is in an open position.

FIG. 5Ais a section view along section A-A illustrating an example of aircraft100with yaw control device130ofFIG. 4in a closed position, according to certain embodiments.FIG. 5Bis a section view along section A-A illustrating an example of aircraft100with yaw control device130ofFIG. 4in an open position, according to certain embodiments.FIGS. 5A and 5Bwill be discussed together below. Generally, in operation, yaw control device130may be actuated from a closed position, as illustrated inFIG. 5A, to an open position, as illustrated inFIG. 5B, to provide yaw control to aircraft100. As shown in the section view taken along section A-A ofFIG. 4, body110may include a shaft310, a hinge320, a top surface542, and a bottom surface544in an embodiment. Shaft310and hinge320are described above with reference toFIGS. 3A and 3B.

Top surface542may be a surface of body110that is the top-most surface of body110in an embodiment. Top surface542may also be a surface from which first deflector250extends when actuated to an open position. Top surface542may be opposed to bottom surface544in an embodiment.

Bottom surface544may be a surface of body110that is the bottom-most surface of body110in an embodiment. Bottom surface544may also be a surface from which second deflector260extends when actuated to an open position in an embodiment. Bottom surface544may be opposed to top surface542in an embodiment.

As an example embodiment of operation, one embodiment may include aircraft100with body110. Body110may include yaw control device130with first deflector250and second deflector260each coupled to shaft310and positioned proximate to wing-body junction407. First deflector250and second deflector260may initially be in a closed position, as illustrated inFIG. 5A. As aerodynamic forces act upon a side of aircraft100, the forces may cause a moment about the yaw axis of aircraft100. To counteract the yaw moment, shaft310may actuate first deflector250and second deflector260to an open position, as illustrated inFIG. 5B. For example, first deflector250may be actuated upward from top surface542and second deflector260may be actuated downward from bottom surface544. By actuating first deflector250and second deflector260to an open position, first deflector250and second deflector260may counteract the yaw moment exerted on aircraft100. As first deflector250and second deflector260are opened, a yaw moment may be introduced via both drag and lateral forces acting through a moment arm relative to the center of gravity of aircraft100such that first deflector250and second deflector260provide yaw control to aircraft100.

The present disclosure may provide numerous advantages. For example, yaw control device130may be positioned proximate to tip220such that thicker regions of swept back wing120may be used for fuel storage thereby maximizing the range of aircraft100. As another example, positioning yaw control device130proximate to tip220so that yaw control device130is not in front of a trailing edge control device (e.g., an elevon) in swept back wing120may provide a primary load path that may not have to transfer loads through multiple adjacent cutouts in the wing structure. As another example, a smaller actuator load may be used to actuate the deflectors of yaw control device130because the deflectors may be coupled to a common shaft310. By coupling first deflector250and second deflector260to a common shaft310, the aerodynamic moment about shaft310may be minimized due to opposing forces from the deflectors. Additionally, separate actuators may not be required since one actuator may be used to actuate the common shaft310. As another example, yaw control device130may be positioned at a distance from the leading and trailing edges of swept back wing120so that leading edge230and trailing edge240are maintained as continuous edges with no breaks in the edges even when yaw control device130is in an open position, thereby enhancing the aerodynamic performance of aircraft100. As another example, yaw control device130may be positioned at distance290from tip220such that tip220of swept back wing120may not open and close with the deflectors. This positioning may allow for a continuous leading edge230and trailing edge240at tip220of swept back wing120, which may allow for a stiffer wing structure. As another example, the common shaft310may be oriented at an aft-swept angle, thereby providing a side force adding to the generation of a yaw moment. Deflectors having an aft-swept common shaft310may generate a greater yaw moment for a given surface size than a common shaft oriented normal to a longitudinal axis of aircraft100. As another example, first deflector250and second deflector260of yaw control device130may each have an approximately equal area, thereby providing counter-acting hinge moments about the common shaft310attached to first deflector250and second deflector260. The counter-acting hinge moments may minimize the total hinge moment that the common control actuator must overcome, thereby allowing for a smaller actuator. As another example, first deflector250and second deflector260may be opened on both left and right swept back wings120simultaneously, thereby providing a speed-brake function. As another example, positioning the deflectors proximate to a junction where the wing and fuselage meet may allow an aircraft to use more area in the wing for fuel storage, thereby allowing the aircraft to travel longer distances. As another example, positioning the deflectors in the body (e.g., fuselage) of an aircraft proximate to a junction where the wing and the body meet may reduce the structural weight of the aircraft, because the deflectors may be positioned in an area that already has sufficient structural stiffness due to the area's depth. In that example, the aircraft may not need additional structural components that add weight, thereby potentially reducing the aircraft's structural weight. As another example, positioning the deflectors away from the trailing edge control devices may reduce adverse aerodynamic effects that can result from integration of the deflectors with trailing edge control devices.