Patent Publication Number: US-2023150649-A1

Title: Elevon control system

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation of U.S. patent application Ser. No. 17/174,571, filed Feb. 12, 2021, which is a continuation of U.S. patent application Ser. No. 16/747,815, filed Jan. 21, 2020, which issued on Jun. 22, 2021 as U.S. Pat. No. 11,040,766, which is a continuation of U.S. patent application Ser. No. 15/428,974, filed Feb. 9, 2017, which issued on Mar. 10, 2020 as U.S. Pat. No. 10,583,910, which is a continuation of U.S. patent application Ser. No. 14/636,019, filed Mar. 2, 2015, which issued on Mar. 23, 2021 as U.S. Pat. No. 10,953,976, which is a continuation of U.S. patent application Ser. No. 13/524,937, filed Jun. 15, 2012, which issued on Mar. 24, 2015 as U.S. Pat. No. 8,985,504, which is a continuation of U.S. patent application Ser. No. 13/318,459, filed Nov. 1, 2011, which issued on Aug. 18, 2015 as U.S. Pat. No. 9,108,713 which is a 371 U.S. National Stage Entry of PCT/US2010/048323 filed Sep. 9, 2010, which claims the benefit of U.S. Provisional Patent Application No. 61/240,985 filed Sep. 9, 2009, the disclosures of all of which are hereby incorporated herein by reference in their entirety for all purposes. 
    
    
     TECHNICAL FIELD 
     Embodiments pertain to aerial vehicles, and to an aileron control system of aerial vehicles and/or unmanned aerial vehicles (UAVs). 
     BACKGROUND 
     The flight control of an aerial vehicle such as a UAV may be configured via combination of elevators, ailerons, rudders, and/or structural combinations: e.g., flaps and ailerons combined as flaperons; elevators and rudders combined as elevons, rudders and elevators combined as ruddervators. An airfoil for a UAV may include an actuator and a hinged flap that may be actuated about a hinge line to function as a control surface for a subsonic UAV. 
     DISCLOSURE 
     An aerial vehicle comprising a fuselage housing a first fuselage-mounted effector; a first airfoil comprising a first control surface resiliently mounted to the first airfoil, wherein the first control surface is opposed by the first fuselage-mounted effector; a second airfoil, rotatably attached to the fuselage housing; and a second fuselage-mounted effector disposed within the fuselage housing and extendible in part to engage the second airfoil. The air vehicle may be manned or unmanned. The air vehicle fuselage housing may comprise a third fuselage-mounted effector; and a third airfoil comprising a second control surface resiliently mounted to the third airfoil. Additionally, the air vehicle may comprise a fourth airfoil, rotatably attached to the fuselage housing. In other embodiments, the air vehicle fuselage housing having a third-fuselage-mounted effector; and a third airfoil comprising a second control surface resiliently mounted to the third airfoil may also comprise a mid-body, wherein the first airfoil and the third airfoil are disposed along the fuselage mid-body. In other embodiments, the fuselage may further comprise a tapered aft portion, wherein the second airfoil and the fourth airfoil are disposed along the tapered aft portion of the fuselage. 
     In some embodiments, a manned or unmanned aerial vehicle may comprise a fuselage housing a first fuselage-mounted effector, wherein the first fuselage-mounted effector is a first actuator horn extendible via a first fuselage aperture; a first airfoil comprising a first control surface resiliently mounted to the first airfoil, that may be a trailing edge of the first airfoil articulated at a lineal joint about the first airfoil, wherein the first control surface is opposed by the first fuselage-mounted effector; a second airfoil, rotatably attached to the fuselage housing; and a second fuselage-mounted effector disposed within the fuselage housing and extendible in part to engage the second airfoil. Additionally, the third fuselage-mounted effector may be a second actuator horn extendible via a second fuselage aperture, for example. 
     In another embodiment, a method of aerial vehicle flight control may comprise: providing a first resiliently mounted control surface opposed by a first fuselage-mounted actuator horn; and deflecting the first resiliently mounted control surface via the first fuselage-mounted actuator horn based on one or more command signals. 
     In another embodiment, an aerial vehicle may comprise: a fuselage, comprising a housing tapering aftward, wherein the aft portion of the fuselage tapers by an angle defined in part by the first airfoil; a first airfoil which may be resiliently mounted to the fuselage housing, and/or rotatably attached to the fuselage housing and/or mounted to the fuselage housing via a hinge; and an effector member disposed within the fuselage housing and extendible in part to engage the first airfoil. Additionally, the first airfoil may rotate around an axis and the axis of rotation may be canted relative to the longitudinal axis of the fuselage housing. This first airfoil may be responsive to a translation of the effector member, wherein the effector member is extendible laterally relative to the longitudinal axis of the fuselage housing and wherein the effector member is engaged by an actuator to effect the angular rotation of the first airfoil and the effector member may be further extendible from a fuselage aperture, wherein the effector member translates in a single axis. 
     In another embodiment, an aerial vehicle may comprise: a fuselage, comprising a housing tapering aftward, wherein the aft portion of the fuselage tapers by an angle defined in part by the first airfoil; a first airfoil which may be resiliently mounted to the fuselage housing, and/or rotatably attached to the fuselage housing and/or mounted to the fuselage housing via a hinge; and an effector member disposed within the fuselage housing and extendible in part to engage the first airfoil wherein the axis of rotation is about a hinge-line canted relative to the longitudinal axis of the fuselage housing and the first airfoil is responsive to the translation of the effector member. Additionally, the aerial vehicle effector member may be extendible laterally relative to the longitudinal axis of the fuselage housing, may be further extendible from a fuselage aperture, may translate in a single axis, and may be engaged by an actuator to effect the angular rotation of the first airfoil. 
     In another embodiment, a method of aerial vehicle flight control may comprise: providing a first resiliently mounted control surface opposed by a first fuselage-mounted actuator horn; and deflecting the first resiliently mounted control 
     surface via the first fuselage-mounted actuator horn based on one or more command signals that may further comprise: a second airfoil, rotatably attached to the fuselage housing; wherein the second airfoil opposes the first airfoil; wherein the aft portion of the fuselage tapers by an angle defined further by the second airfoil; wherein the first airfoil and the second airfoil abut the opposing ends of the effector member; and
 
wherein the effector member engages the first airfoil and the second airfoil. Additionally, the first airfoil and the second airfoil may move in cooperation with each other and/or may be resiliently mounted to the fuselage housing; wherein the axis of rotation of the first airfoil and second airfoil are canted relative to a longitudinal axis of the fuselage housing; wherein the first airfoil and the second airfoil are responsive to the translation of the effector member; wherein the effector member is extendible laterally relative to the longitudinal axis of the fuselage housing; wherein the effector member is engaged by an actuator to effect the angular rotation of the first airfoil and the second airfoil; wherein the effector member is further extendible from a fuselage aperture; and wherein the effector member translates in a single axis. Additionally, the first airfoil may be mounted to the fuselage housing via a hinge; wherein the axis of rotation is about a hinge-line canted relative to a longitudinal axis of the fuselage housing; wherein the first airfoil and the second airfoil are responsive to the translation of the effector member; wherein the effector member is extendible laterally relative to the longitudinal axis of the fuselage housing; wherein the effector member is engaged by an actuator to effect the angular rotation of the first airfoil and the second airfoil; wherein the effector member is further extendible from a fuselage aperture; and wherein the effector member translates in a single axis.
 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Embodiments are illustrated by way of example and not limitation in the figures of the accompanying drawings, and in which: 
         FIG.  1    is a plan view of an air vehicle embodiment; 
         FIG.  2    is a side elevational view of the air vehicle embodiment; 
         FIG.  3    is a top level functional block diagram of a system architecture embodiment; 
         FIG.  4    is a bottom perspective view of an embodiment in a retracted state; 
         FIG.  5    is a bottom perspective view of an embodiment in a deployed state; 
         FIG.  6    is a bottom perspective view of an embodiment of the present invention in a deployed state depicting contact by an extending starboard horn and a deflecting trailing edge; 
         FIG.  7 A  depicts a side view of the port airfoil-trailing edge region of an embodiment of the present invention illustrating a horn of the port actuator that has been actuated to contact the top surface of the port trailing edge; 
         FIG.  7 B  depicts a side view of the port airfoil-trailing edge region of an embodiment of the present invention illustrating a horn of the port actuator actuated to deflect angularly the top surface of a port trailing edge relative to a top surface of the port airfoil; 
         FIG.  7 C  depicts a cross-sectional view of an airfoil an elevated trailing edge produced by an unopposed resilient element; 
         FIG.  7 D  depicts a cross-sectional view of an airfoil an in-line trailing edge produced by a fuselage-based actuator horn extending to oppose the resilient element; 
         FIG.  7 E  depicts a cross-sectional view of an airfoil a deflected trailing edge produced by an fuselage-based actuator horn further extending to oppose the resilient element; 
         FIG.  8 A  depicts a cross-sectional view of an embodiment, aft of the actuator horns and looking forward, a starboard actuator horn in contact with the starboard trailing edge relative to the top of the starboard airfoil; 
         FIG.  8 B  depicts a cross-sectional view of an embodiment, aft of the actuator horns and looking forward, a deflection of the starboard trailing edge relative to the top of the starboard airfoil; 
         FIG.  9    depicts a functional block diagram where an elevator command and aileron command may be output and combined to provide commands to a port actuator and a starboard actuator; 
         FIG.  10 A  depicts a top view of an embodiment showing the tapered aft portion of an air vehicle; 
         FIG.  10 B  depicts a side elevational view of an embodiment where the rudders are shown as they would deploy to control the yawing motion; 
         FIG.  11 A  depicts an exemplary pre-deployment position of the rudder surfaces; 
         FIG.  11 B  depicts an exemplary beginning stage of deployment position of the rudder surfaces; 
         FIG.  11 C  depicts an exemplary stage of deployment position of the rudder surfaces; 
         FIG.  11 D  depicts an exemplary stage of deployment position of the rudder surfaces as they are deployed and received by the actuator; 
         FIG.  12 A  is a plan view of a portion of an air vehicle embodiment depicting the rotation of a single rudder; 
         FIG.  12 B  is a plan view of a portion of an air vehicle embodiment depicting the next stage of rotation of a single rudder; 
         FIG.  12 C  is a plan view of a portion of an air vehicle embodiment depicting the next stage of rotation of a single rudder; 
         FIG.  12 D  is a plan view of a portion of an air vehicle embodiment depicting the next stage of rotation of a single rudder; 
         FIG.  12 E  is a plan view of a portion of an air vehicle embodiment as the rudder has attached to the fuselage wall; 
         FIG.  12 F  is a plan view of a portion of an air vehicle embodiment with the effector member attached to the rudder and holding it in place; 
         FIG.  13 A  is a side angle view of a tapered aft portion of an air vehicle depicting an exemplary pre-deployment position of a rudder surface; 
         FIG.  13 B  is a side angle view of a tapered aft portion of an air vehicle depicting an exemplary mid-deployment position of the rudder surfaces; 
         FIG.  13 C  is a side angle view of a tapered aft portion of an air vehicle depicting an exemplary post-deployment position of the rudder surfaces; 
         FIG.  13 D  is a cut-away view of the aft section of an air vehicle depicting an actuator effecting an actuator rod; 
         FIG.  14 A  is a back view of a tapered aft portion of an air vehicle depicting the rudders as being in the folded state; 
         FIG.  14 B  is a back view of a tapered aft portion of an air vehicle depicting the rudders as being in the beginning stages of deployment; 
         FIG.  14 C  is a back view of a tapered aft portion of an air vehicle depicting the rudders as they are in the middle of deployment; 
         FIG.  14 D  is a back view of a tapered aft portion of an air vehicle depicting the rudders at they are finishing their deployment; 
         FIG.  14 E  is a back view of a tapered aft portion of an air vehicle depicting the rudders standing against the fuselage wall and fully deployed; 
         FIG.  14 F  is a back view of a tapered aft portion of an air vehicle depicting the rudders being engaged by the actuator rod; 
         FIG.  15 A  is a plan view of an air vehicle embodiment showing a rotatable surface with rudders mounted on the platform; 
         FIG.  15 B  is a side elevational view of the air vehicle embodiment showing a rotatable surface with rudders mounted on the platform; and 
         FIG.  16    depicts a functional block diagram where an elevator command, an aileron command, and a rudder command may be output and combined to provide commands to a port actuator and a starboard actuator. 
     
    
    
     BEST MODES 
     Reference is made to the drawings that illustrate exemplary embodiments.  FIG.  1    illustrates a top view of an exemplary embodiment of the UAV portion  100  of the present invention. The exemplary UAV comprises a front end  110  having a homing sensor  111 , e.g., a pixel array for sensing visible and/or infrared light, and deployable payload  112 , e.g., a warhead or other attack munitions, a deployable electronic subassembly, and a pigmenting capsule. The front end  110  may also include an electronics assembly (EA)  113 , or avionics, that may include a guidance processor comprising guidance instructions that, when executed, take in information pertaining to the UAV position, linear and/or rotational velocities, linear accelerations and/or attitude, and generate commands for either or both autopilot processing and/or engine control processing or remote human pilot processing. The UAV may comprise one or more power sources  114 , such as battery units or fuel cells and power conditioning circuits. The UAV may include vehicle-specific sensors, e.g., a GPS antenna and GPS receiver, e.g., as part of the EA and/or attitude and/or rate gyroscopes and/or linear accelerometers that may be proximate to the EA and/or vehicle center of gravity. The UAV may include mode of thrust generation, such as a propeller  130  and a propeller motor  131 , and other embodiments may use, separately or in combination, turbine motors and/or rocket motors. The UAV may have lifting surfaces such as wing  141 , 142 , tail  143 , 144  and rudder surfaces  145 , 146 . The wing surfaces may have actuated control panels  147 , 148 , operating as elevons, or may be embodied as wings as elevators and the tail surfaces may have actuated control panels, operating as ailerons. The UAV may be statically stable in yaw, and may be augmented by articulated trailing sections of the one or more rudder surfaces. Some embodiments of the UAV may have a two-rudder assembly mounted on a rotatable platform that may be conformal to the UAV fuselage to effect an augmentation in yaw control. 
       FIG.  2    shows in side view the exemplary UAV where the wing  142  is shown with the trailing control surface  148  in motion and with two antenna wires (not to scale) extending from the fuselage  201 . One antenna element may be used as an uplink  210 , particularly for receiving a mode control signal that effects a transition from a terminal homing mode to a surveillance/reconnaissance, or loiter, mode or a transition from surveillance to a homing mode. Another antennal element may be used as a downlink  220  for transmitting data such as live video, automatic video tracking status, flight parameters, and/or UAV states. A GPS antenna  230  may be mounted conformably or within the fuselage, i.e., behind the skin of the fuselage when made of material largely transparent (low loss) in the GPS frequency bands. Generally, the GPS antenna may be mounted to be capable of receiving signals from a GPS satellite constellation. 
       FIG.  3    shows an exemplary functional block diagram of the UAV processing and guidance and control subsystem  300  where the guidance sensor  310  provides information about the external environment pertaining to seeking processing of a seeker processor  320 . A guidance sensor, and more generally, a guidance sensor suite, may include a passive and/or active radar subsystem, an infrared detection subsystem, an infrared imaging subsystem, a visible light imaging subsystem such as a video camera-based subsystem, an ultraviolet light detection subsystem, and combinations thereof. The seeker processor  320  may include both image processing and target tracking processing, and target designation or re-designation input  321  that may be received from an uplink receiver  335  and/or as an output of a guidance process  330 . The image processing and/or target tracking information  322  may be transmitted via a downlink transmitter  323 , which may be a part of an uplink/downlink transceiver. The guidance processor  330 , in executing instructions for guidance processing, may take in the target information  324  from the seeker processing  320 , and UAV flight status information such as position, velocity and attitude from the GPS receiver  331 , and gyroscopes and accelerometers  332 , if any. The guidance processor  330 , to receive reconnaissance waypoints and/or surveillance optimizing trajectories, may reference a memory store  333 . For system embodiments, the guidance process  330  may receive, by way of an external data port  334 , e.g., during a pre-launch phase, or by way of an uplink receiver  335 , e.g., during a post-launch phase, receive and/or upload reconnaissance waypoints and/or surveillance optimizing trajectories. The guidance processor  330 , as part of executing instructions for determining flight path, a trajectory, or a course steering angle and direction, may reference the waypoint and/or surveillance optimizing trajectory information, particularly when not in a terminal homing mode. The guidance processor  330  may receive a command via an uplink receiver  335  to switch or otherwise transition from a terminal homing mode to a surveillance mode, i.e., non-terminal homing mode, and switch from a surveillance mode to a terminal homing mode. For example, a visual target lock by the seeker processing  330  may be tracked with reference to GPS coordinates and integrated into a terminal homing solution iteratively determined by the guidance processor executing instructions pertaining to determining a revisable terminal solution. 
     An example of a terminal homing mode may be proportional navigation with a gravity bias for strike sub-modes of the terminal homing mode, and an acceleration bias for aerial intercept sub-modes of the terminal homing mode. The guidance processing  330  and autopilot processing  340  may execute instruction to effect a bank-to-turn guidance, for example, in an elevon embodiment, to redirect the air vehicle by reorienting its velocity vector. For example, one or more control surfaces may be reoriented via one or more control surface actuators  350  causing forces and torques to reorient the air vehicle and the portion of its linear acceleration that is orthogonal to its velocity vector. The portion of the linear acceleration of the air vehicle that is along the velocity vector is greatly affected by aerodynamic drag, and the linear acceleration may be increased via a motor processor  360  and a propeller motor  370 . For embodiments with full three-axis control, additional control topologies may be implemented including skid-to-turn and other proportion-integral-differential guidance and control architectures as well. The seeker processing, guidance processing, motor processing, and/or autopilot processing may be executed by a single microprocessor having addressable memory and/or the processing may be distributed to two or more microprocessors in distributed communication, e.g., via a data bus. 
       FIG.  4    illustrates in a bottom perspective view an exemplary air vehicle  400  embodiment having a first pair of airfoils in a retracted position and a second pair of airfoils in a retracted position disposed on a bottom portion  402  of the fuselage  401  of the air vehicle  400 . Also shown in  FIG.  4    is an exemplary propeller hub  430 . To rotate into a deployed position, a first exemplary pair of airfoils  410  that may pivot about a forward pivot point  411  and a second exemplary pair of airfoils  420  that may pivot about an aft pivot point  421 . In certain embodiments, the retracted positions of the airfoil allow the air vehicle to be stored prior to deployment and/or for other uses and convenient transport. 
       FIG.  5    illustrates in a bottom perspective view an exemplary air vehicle embodiment having two pairs of airfoils  410 , 420  in a deployed position. The exemplary forward pair of airfoils  410  is depicted as each having articulated trailing edge portions  541 , 542  and bottom-mounted resilient elements  551 , 552 . 
       FIG.  6    illustrates another bottom perspective view of the exemplary air vehicle  400  embodiment where the fuselage  401 , particularly in this illustration the bottom portion  402 , is shown having a port aperture  611  and a starboard aperture  612  from which an actuating horn  621 , 622  protrudes from each aperture. The bottom side of the airfoil-trailing edge region proximate to the fuselage for both forward airfoils is each depicted as having a resilient or flexible fixture  551 , 552 . 
       FIG.  7 A  depicts a side view the port airfoil-trailing edge region where the horn  621  of the port actuator  721  has been actuated to contact the top surface of the port trailing edge  541 . An exemplary airfoil  710  may comprise two internal structural elements, e.g., a main lifting structural planar element  711  and a control surface structural element  712 .  FIG.  7 B  depicts a side view the port airfoil-trailing edge region where the horn of the port actuator has been actuated  730  to deflect angularly the top surface of the port trailing edge  541  relative to the top surface of the port airfoil  725 .  FIG.  7 C  depicts, in a cross-sectional view of an airfoil  710 , an elevated trailing edge  541  produced by an unopposed resilient element  551 . A coating  713  may be disposed about the two exemplary structural elements  711 , 712  and may fill the lineal gap  714  between the lifting surface  711  and the control surface  712  elements. The coating material thereby may define the planform of the airfoil  710 , and may be selected from materials such as resins, plastics, and synthetic rubbers, to provide in part, flexure along the lineal gap and provide for substantially laminar flow in low sub-subsonic flight conditions.  FIG.  7 D  depicts a cross-sectional view of the airfoil  710 , an in-line trailing edge  541  produced by a fuselage-based actuator horn  621  extending  730  to oppose the resilient element  551 .  FIG.  7 E  depicts a cross-sectional view of the airfoil  710 , a deflected trailing edge  541  produced by an fuselage-based actuator horn  621  further extending  740  to oppose the resilient element  551 . A similar arrangement may be applied to leading edge control surfaces, instead of, or in addition to the illustrative trailing edge control surfaces. Likewise, the aft pair of airfoils may include trailing edge control surfaces and fuselage-based extendable actuator horns. 
       FIG.  8 A  depicts a cross-sectional view, aft of the actuator horns  621 , 622  and looking forward, a starboard actuator horn  622  in contact with the starboard trailing edge  542  relative to the top of the starboard airfoil  801 .  FIG.  8 B  depicts a cross-sectional view, aft of the actuator horns  621 , 622  and looking forward, a deflection  822  of the starboard trailing edge  542  relative to the top of the starboard airfoil  801  in response to the rotation  821  of the starboard actuator horn  622 . 
       FIG.  9    depicts a functional block diagram  900  where, from autopilot processing  340 , an elevator command  910 , δ e , and aileron command  920 , δ a , may be output as voltage commands and combined according to mixer logic  930  to provide a port actuator command  931  and a starboard actuator command  932 . The mixer logic  930  may be embodied as part of the autopilot processing or embodied as a separate module or circuit. A port actuator  950  may be configured where positive voltages drive the port actuator horn in a retracting direction and negative voltages drive the port actuator horn in an extending direction. Likewise, a starboard actuator  960  may be configured where positive voltages drive the starboard actuator horn in a retracting direction and negative voltages drive the starboard actuator horn in an extending direction. The port actuator  950  and starboard actuator  960  may be configured with extension/retraction feedback that may further regulate and/or refine the actuator horn positioning. In some embodiments, the air vehicle may be configured where the trailing edges are initially deflected upward due to the rotational force provided by each of the respective resilient members. In an example, where the airfoils are disposed along the bottom of the fuselage and the top of the fuselage is oriented skyward, the trailing edge deflections may produce upward pitching moments that in turn may be reduced or brought to null, i.e., trim, by the rotational extension of each of the actuator horns. In some embodiments, linear actuators may replace the exemplary rotational actuators actuating the contact horns. 
     In addition to the actuatable control surfaces as set forth herein, e.g., the control panels  147 , 148 , operating as elevons, embodiments may have additional such surfaces. These control surfaces may also be deployable to allow the UAV to be configured for storage, such as within a launch tube, or configured for operation, e.g., flight. The particular location(s) and/or orientations of such deployable control surfaces may vary depending on how the control surface(s) will effect movement of the vehicle about one or more of its degrees of freedom, e.g., a rudder to impart a yawing motion to the vehicle. As with the elevons  147 , 148 , for each such additional actuatable control surface, one or more actuators are arranged so that after deployment of the control surface the actuator(s) will interact with the surface(s) to cause the desired actuation. 
     In embodiments the UAV includes a fuselage, where a deployable control surface assembly, e.g., a vertical stabilizer and/or rudder, is mounted at or near the aft portion of the UAV. The deployment of the control surface assembly may be achieved by a variety of means including sliding, pivoting, rotating, or the like, into position. Embodiments have a control surface assembly that rotates about a hinge having a spring positioned, such as about the hinge, so to impart a biasing force to urge the control surface assembly from its stored position to its operational position. 
     For example, the UAV may include one or more vertical stabilizers and/or rudders that rotate into position about an axis of rotation. Such control surfaces may be positioned along the tapered portion of the fuselage at the aft portion of the fuselage, wherein such tapering may be configured to retain the control surfaces and other components (such as a folded propeller) while in their stored position. After deployment from their stored position to their operational position, the rudders may be rotated and/or deflected by an effector member that may be disposed transversely within the fuselage housing and extendible in part to engage the rudders. The effector member may be driven by an actuator. Once engaged, the ends of the effector member abut the rudders by affixing, sticking, snapping or otherwise securing to the rudder surfaces as a result in part of the resilient tension and/or air pressure. The axis of rotation of the rudders may be a crease or a hinge for example—resiliently mounted or spring loaded—canted relative to a longitudinal axis of the UAV. The longitudinal axis of the UAV extends through the center of the fuselage from the nose to the tail, passing through the center of gravity of the UAV. Further, the rudders may be rotated and or deflected via an actuator, e.g., via a shaft or pushrod driven by an actuator. As such, a single hinge functions to both allow a rudder to rotate thereabout during deployment from the stored to the operational positions, as well as for the rudders to rotate thereabout, when after deployment, the rudder is moved or deflected by the actuator. 
       FIG.  10 A  illustrates a top view of an exemplary embodiment of the UAV portion  1000  of the present invention. The exemplary UAV comprises a fuselage  1001  which may include an electronics assembly (EA)  1013 , or avionics, that may include a guidance processor comprising guidance instructions that, when executed, take in information pertaining to the UAV position, linear and/or rotational velocities, linear accelerations and/or attitude, and generate commands for either or both autopilot processing and/or engine control processing or remote human pilot processing. The UAV may include mode of thrust generation, such as a propeller  1030 . The UAV may have lifting surfaces such as wing  1041 , 1042 , tail  1043 , 1044 , and rudder surfaces  1045 , 1046 . The fuselage  1001  in this embodiment contains a portion of the housing  1050  which tapers aftward. This tapering is configured to retain the control surfaces and the folded propeller while in stored positions. The rudder surfaces may counter the adverse yaw and may be used for control to stabilize, point and/or turn the UAV via an actuated control element  1049 , which may for example be a rod or a curved horn rotatable about an actuator shaft. The UAV may be statically stable in yaw, however in the exemplary embodiment of  FIG.  10 A , the rudders  1045 , 1046  may vary the amount of lateral force generated by the tail surface, and accordingly the deflection of the rudders out of the wind stream may be used to generate and control the yawing motion of the UAV, e.g., to point the centerline of the UAV. That is, the rudder surfaces may be used to control the position of the nose of the UAV. The UAV turns are caused by banking the UAV to one side using either aileron or elevon. The banking may cause the flight path of the UAV to curve and therefore the rudder surfaces  1045 , 1046  may help to ensure the UAV is aligned with the curved flight path correctly and that the turn is coordinated. Otherwise, the UAV may encounter additional drag that may move the UAV off the flight path and its sensors may not be directed as desired. The rudders may also be used to point or direct the UAV to allow the UAV&#39;s sensors and/or munitions to be aimed to a desired direction. It should be noted that while two rudders are shown in the embodiment of  FIG.  10 A , one or more than two rudders or other control surfaces, positioned at other locations along the fuselage or other component of the UAV may be employed. It should be noted that any such deployable control surface may be angled or canted so that it is capable of moving the UAV about more than one degree of freedom. In some embodiments, there may be more than a single actuator for two or more control surfaces such that the surfaces can be moved separately and/or independently from each other. 
       FIG.  10 B  depicts a side elevational view of  FIG.  10 A  showing two positions of an exemplary rudders  1046 . The rudder  1046  is depicted as it may sit against the fuselage wall and against the tapered aft portion  1050  and the rudder may deploy to control the yawing motion. An exemplary canted hinge line  1060  determines the axis of rotation, and serves as a pivot line for the rudder deployment. The hinge  1060  may include a spring to bias the rudder  1046  from its stored position against the fuselage portion  1050  up to its operational position as well as bias the rudder against the actuator. The figure also shows the wing  1042 , tail  1044 , and propeller  1030 . 
       FIGS.  11 A- 11 D  depict in a top view, an exemplary deployment of the rudder surfaces  1145 , 1146 .  FIG.  11 A  shows in top view a portion of the exemplary UAV with rudder surfaces  1145 , 1146 —in a folded state—and an effector element, e.g., a rod  1149 . The UAV as shown is in the pre-deployment stage and the rudders  1145 , 1146  are forward and flush against the tapered aft portion  1150  of the fuselage  1110 . Hinges  1155 , 1156  are shown connecting the rudders to the fuselage.  FIG.  11 B  shows the UAV in the beginning stages of deployment, where the rudders  1145 , 1146  may be forced to deploy from the dynamic pressure on the surfaces and/or, as in this example, from a spring load force. The springs providing such force can be positioned at or about the hinges where the springs apply forces on the rudders to move them from the stored position to the operational position and to bias them thereafter. As illustrated, the rudders  1145 , 1146  rotate about the hinges  1155 , 1156  with the hinge-axis  1160 , 1161  respectfully, as they are being deployed.  FIG.  11 C  shows the rudders  1145 , 1146  further along in deployment as the rudders  1145 , 1146  have rotated about the hinge-axis  1160 .  FIG.  11 D  shows the actuator horn or rod  1149 —as it projects out of the fuselage and above the hinge-axis  1160 —so as to facilitate engaging the rudders  1145 , 1146  once deployed. The actuator rod  1149  is shown as extended out of the fuselage body where it may engage the rudders  1145 , 1146  after deployment and stop the rotational movement at each end of the rod. The rudders  1145 , 1146  may be connected to the rod ends  1147 , 1148  via a fastening means, e.g., a set of at least magnets, clasps, clips, flanges, pegs, pins, Velcro, or combinations thereof. In this example, the length of the actuator rod  1149  may not extend beyond the lateral width of the fuselage minus the width of the surface of the rudders  1145 , 1146 . 
       FIGS.  12 A- 12 F  depict an exemplary deployment of a single rudder surface  1245  system as it moves through in different stages.  FIG.  12 A  shows in top view the exemplary UAV where the yaw control is shown as having one rudder  1245 . This view focuses on the rudder—in a folded state—and an effector element, e.g., a rod  1249 . This embodiment depicts the rudder as a forward-folding vertical tail before being deployed from the launcher tube. The rod  1249  is placed inside the fuselage housing  1201  and may be used for actuating the movement of the rudder  1245 .  FIG.  12 B  shows the same UAV as  FIG.  12 A —as the UAV is being deployed and exiting the launcher tube—where the rudder  1245  rotates about an axis  1260 , e.g., a hinge line.  FIG.  12 C  shows the rudder  1245  further along in the deployment stage as the rudder  1245  continues to rotate about the hinge-axis  1260 . A bigger portion of the top surface area of the rudder is visible at this point. In  FIG.  12 D  as the rudder  1245  continues movement along the axis line, less of the top surface is visible from this top view.  FIG.  12 E  shows the end of deployment with the fully deployed rudder  1245  abutting the fuselage wall.  FIG.  12 F  further shows the same UAV where the rudder  1245  has fully deployed after exiting the launcher tube and has come into contact with the rod  1249 . In some embodiments, the rod  1249  as depicted in this figure may have magnets on the ends with metal tab on the rudder  1245  to facilitate the capturing of the rudder  1245 .  FIG.  12 F  also depicts the movement of the rudder as it is being engaged by the actuator rod and shows the rotational axis associated with the rudders. 
       FIG.  13 A  depicts a side view of the tapered aft portion of the fuselage  1301  where the rudder  1345  and the propeller  1330 —both in a folded state—have wrapped around and tucked inward as the UAV may be inside a launcher tube or in a pre-deployment stage. This view further depicts the position of an exemplary actuator rod  1349  as it may sit inside the fuselage housing  1301 , and extends out from two opposing apertures located above a rudder axis of rotation, e.g., hinge line  1355 . This view shows the axis of rotation, canted relative to the longitudinal axis of the UAV. The canted hinge line may range from greater than zero up to 90 degrees. Some embodiments as shows in these examples have a canted angle which ranges between 30 to 60 degrees. A canted angle of 45 degree may be used.  FIG.  13 B  depicts the same side view, the rudders  1345 , 1346  of the UAV as it is being deployed and demonstrates the position of the propeller  1330  after deployment and the rudders  1345 , 1346  as they are rotating about the axis of the hinge line  1355 .  FIG.  13 C  shows the rudders  1345 , 1346  fully deployed and the actuator rod fastened to the rudders via a fastening method, e.g., a set of at least magnets, clasps, clips, flanges, pegs, pins, Velcro™, or combinations thereof. The actuator rod  1349  may be controlled via an actuator, e.g., a set of at least electro mechanical linkage, a gear or gear assembly, and/or worm-gear. In one embodiment, the rotation of the rudders may be via the actuator engaging the rod to translate the rod against the spring return force of resiliently mounted rudders. The actuator rod serves to ensure the rudders  1345 , 1346  move in cooperation with each other thereby providing yaw control. 
       FIG.  13 D  is a cut away-view of an aft section of an embodiment depicting the fuselage  1301  where the rudders  1345 , 1346 —both deployed—have been engaged by an effector member, e.g., a rod  1349 . The actuator rod  1349  is depicted as housed inside the fuselage  1301 , and extending outside of the fuselage from two opposing apertures  1375 , 1376  located above a rudder axis of rotation of a hinge  1354 , e.g., a canted hinge line  1355 . In some embodiments the hinge  1354  may comprise a spring element  1378  about a portion of the hinge, where the spring may function to deploy the rudders  1345 , 1346 , and may bias the rudders  1345 , 1346  against the actuator rod  1349  when the rudders  1345 , 1346  are in operational position.  FIG.  13 D  further depicts the rudders  1345 , 1346  abutting to the actuator rod  1349 , and where the actuator rod  1349  is depicted as slideably supported by a back structural element (not shown). The actuator rod  1349  may comprise bulbous ends  1372 , 1373  to connect to or abut the rudders  1345 , 1346 . The actuator rod  1349  may have teeth that mesh with a disk  1371  having compatible teeth converge at each apex. The actuator  1370  effects the movement of the rudders  1345 , 1346  by engaging the actuator rod  1349  via the disk  1371  by causing the disk  1371  to rotate—about an axis depicted as perpendicular to the longitudinal axis  1380  of the UAV. 
       FIGS.  14 A- 14 F  depict a back view of an exemplary deployment of the rudder surfaces  1445 , 1446  and the UAV fuselage  1410 .  FIG.  14 A  is a back view of a tapered aft portion  1450  of the fuselage depicting the rudders  1445 , 1446  as being in a folded state. In this embodiment the hinge line  1460  can be seen as it tapers from the aft portion of the fuselage towards the mid body. The hinge line  1460  is canted at a selected degree relative to the longitudinal axis of the fuselage.  FIG.  14 B  is the same back view of the tapered aft portion depicting the rudders  1445 , 1446  as being in the beginning stages of deployment. In this embodiment, once released, a resiliently mounted force or a spring loaded hinge—in conjunction with wind resistance—may facilitate the motion of the rudders about the hinge line  1460 .  FIG.  14 C  depicts the rudders  1445 , 1446  as they are in mid-deployment, and rotating about the pivot line, e.g., the canted hinge line  1460 . Wind resistance may be at the highest point during a launch at this stage of deployment and so may push the rudders toward the aft portion of the fuselage.  FIG.  14 D  further depicts the rudders  1445 , 1446  as they near the end of their deployment, and may stand against the tapered fuselage wall as deployed.  FIG.  14 E  depicts the rudders  1445 , 1446  as being engaged by the actuator and in this example, the rod  1449 , which acts as a stopper to keep the rudders in position, at which point they can achieve the least amount of air resistance as they may be edge on into the wind vector.  FIG.  14 F  depicts the movement of the rudders as they are engaged by the actuator rod  1449 , and depict the rotational axis associated with the rudders. In this embodiment, the rod pushes one of the rudders  1446  laterally so as control the yawing motion of the UAV, e.g., to point the centerline of the UAV, and the other rudder  1445  is pulled and/or forced by wind, resilient hinge, and/or spring load force. 
       FIG.  15 A  illustrates a top view of an exemplary embodiment of the UAV portion  1500 . This view shows a rotatable surface  1539  with the rudder surfaces  1545 , 1546  mounted on the platform  1539 —with the rudder surfaces depicted as perpendicular to the platform and an actuator inside the fuselage which may control the rotational movement of the platform  1539 .  FIG.  15 B  shows in side view the exemplary UAV where the rudder surface  1545  is shown mounted substantially perpendicular to the longitudinal axis of the UAV. The rudder  1545  is depicted as being fixed to the rotatable surface where the rotatable surface  1539  and a portion of the fuselage housing are coplanar. In one embodiment the platform  1539  may be in a well of the fuselage where the actuator shaft has a seal ring in order to facilitate blocking the entrance of environmental elements. In some embodiments the rudders  1545 , 1546  include a hinge and spring at their roots so that the rudders can be folded flat against the fuselage for storage and then be deployed to a substantially vertical position for operation. 
       FIG.  16    depicts a functional block diagram  1000  where, from autopilot processing  340 , an elevator command  910 , δ e , aileron command  920 , δ a , and rudder command  1025 , δ r , may be output as voltage commands and may be combined according to mixer logic  930  to provide a port actuator command  931 , a starboard actuator command  932 , and a rudder actuator command  1070 . The mixer logic  930  may be embodied as part of the autopilot processing or embodied as a separate module or circuit. A port actuator  950  may be configured where positive voltages drive the port actuator horn in a retracting direction and negative voltages drive the port actuator horn in an extending direction. Likewise, a starboard actuator  960  may be configured where positive voltages drive the starboard actuator horn in a retracting direction and negative voltages drive the starboard actuator horn in an extending direction. The port actuator  950  and starboard actuator  960  may be configured with extension/retraction feedback that may further regulate and/or refine the actuator horn positioning. In some embodiments, the air vehicle may be configured so that the trailing edges maybe initially deflected upward due to the rotational force provided by each of the respective resilient members. In an example where the airfoils are disposed along the bottom of the fuselage and the top of the fuselage is oriented skyward, the trailing edge deflections may produce upward pitching moments that in turn may be reduced or brought to null, i.e., trim, by the rotational extension of each of the actuator horns. In some embodiments, linear actuators may replace the exemplary rotational actuators actuating the contact horns or rod. 
     It is contemplated that various combinations and/or sub-combinations of the specific features and aspects of the above embodiments may be made and still fall within the scope of the invention. Accordingly, it should be understood that various features and aspects of the disclosed embodiments may be combined with or substituted for one another in order to form varying modes of the disclosed invention. Further it is intended that the scope of the present invention herein disclosed by way of examples should not be limited by the particular disclosed embodiments described above.