An unmanned aerial vehicle with deployable components (UAVDC) is disclosed. The UAVDC may comprise a fuselage, at least one wing, and at least one control surface. In some embodiments, the UAVDC may further comprise a propulsion means and/or a modular payload. The UAVDC may be configured in a plurality of arrangements. For example, in a compact arrangement, the UAVDC may comprise the at least one wing stowed against the fuselage and the at least one control surface stowed against the fuselage. In a deployed arrangement, the UAVDC may comprise the at least one wing deployed from the fuselage and the least one control surface deployed from the fuselage. In an expanded arrangement, the UAVDC may comprise the at least one wing telescoped to increase a wingspan of the deployed arrangement.

An unmanned aerial vehicle with deployable components (UAVDC) is disclosed. The UAVDC may comprise a fuselage, at least one wing, and at least one control surface. In some embodiments, the UAVDC may further comprise a propulsion means and/or a modular payload. The UAVDC may be configured in a plurality of arrangements. For example, in a compact arrangement, the UAVDC may comprise the at least one wing stowed against the fuselage and the at least one control surface stowed against the fuselage. In a deployed arrangement, the UAVDC may comprise the at least one wing deployed from the fuselage and the least one control surface deployed from the fuselage. In an expanded arrangement, the UAVDC may comprise the at least one wing telescoped to increase a wingspan of the deployed arrangement.

Certain aspects of the present disclosure provide techniques for an aerodynamic surface actuation system, including: a middle track connected to an aerodynamic surface and configured to move along a plurality of intermediate tracks, wherein one or more inner surfaces of the middle track are configured to interface with one or more outer surfaces of the plurality of intermediate tracks; a plurality of outer tracks, each including a flange and configured to interface with one or more inner surfaces of the plurality of intermediate tracks; and an actuator configured to control a position of the middle track and a position of the plurality of intermediate tracks via a plurality of linkages.

Certain aspects of the present disclosure provide techniques for an aerodynamic surface actuation system, including: a middle track connected to an aerodynamic surface and configured to move along a plurality of intermediate tracks, wherein one or more inner surfaces of the middle track are configured to interface with one or more outer surfaces of the plurality of intermediate tracks; a plurality of outer tracks, each including a flange and configured to interface with one or more inner surfaces of the plurality of intermediate tracks; and an actuator configured to control a position of the middle track and a position of the plurality of intermediate tracks via a plurality of linkages.

A control rod assembly is provided for moving a control surface of a flight vehicle. The control rod assembly includes a first connector for connecting to a first structure of vehicle, and a second connector for connecting to a second structure of the vehicle. A connecting rod may be operably coupled between the first and second connectors, and an actuator may be operably coupled to the connecting rod. The actuator may include a screw-and-nut assembly, and a motor that is configured to drive the screw-and-nut assembly. The actuator may be operable such that driving the screw-and-nut assembly via the motor causes the connecting rod to translate linearly along a longitudinal axis to thereby vary a distance between the first and second connectors. The actuators may be electromechanical actuators which may be controlled by a controller without pilot interaction. Two such actuators may be provided on opposite sides of the assembly.

A control rod assembly is provided for moving a control surface of a flight vehicle. The control rod assembly includes a first connector for connecting to a first structure of vehicle, and a second connector for connecting to a second structure of the vehicle. A connecting rod may be operably coupled between the first and second connectors, and an actuator may be operably coupled to the connecting rod. The actuator may include a screw-and-nut assembly, and a motor that is configured to drive the screw-and-nut assembly. The actuator may be operable such that driving the screw-and-nut assembly via the motor causes the connecting rod to translate linearly along a longitudinal axis to thereby vary a distance between the first and second connectors. The actuators may be electromechanical actuators which may be controlled by a controller without pilot interaction. Two such actuators may be provided on opposite sides of the assembly.

A split-flap wing assembly having a wing with a flap frame, a flap having a lateral pivot axis, and one, two or more flap sweep members having a forward end attached at a hinge in a forward end of the flap frame of the wing, and a rearward end attached pivotally to a flap hinge of the flap along the lateral pivot axis. The flap sweep members are pivotable at the forward end from a neutral sweep position within the flap frame, to a deployment angle at which the rearward end of the flap sweep members are farther away from the wing's camber line, to form a slot between the flap frame and a forward edge of the flap that allows airflow from along the lower surface of the wing to flow through the slot and to the interior surface of the flap.

An actuation mechanism includes a control surface having a hinged end pivotally coupled to a wing structure, a first pivot arm and a second pivot arm coupled to the control surface, a first drive rod coupled to the first pivot arm, and a second drive rod coupled to the second pivot arm. A first bell crank is coupled via a first pivot pin to the wing structure at a first position and to the first drive rod. A second bell crank is coupled via a second pivot pin to the wing structure at a second position spaced apart from the first position and to the second drive rod. A coupling rod extends between the first bell crank and the second bell crank such that a rotation of the first bell crank is synchronized with a rotation of the second bell crank.

An actuation mechanism includes a control surface having a hinged end pivotally coupled to a wing structure, a first pivot arm and a second pivot arm coupled to the control surface, a first drive rod coupled to the first pivot arm, and a second drive rod coupled to the second pivot arm. A first bell crank is coupled via a first pivot pin to the wing structure at a first position and to the first drive rod. A second bell crank is coupled via a second pivot pin to the wing structure at a second position spaced apart from the first position and to the second drive rod. A coupling rod extends between the first bell crank and the second bell crank such that a rotation of the first bell crank is synchronized with a rotation of the second bell crank.

A flap actuation mechanism incorporates a coupler rod eccentrically supported at an aft end and at a forward end. The coupler rod is configured to translate from an aft position to a forward position. An inboard crank arm is coupled to the rotary actuator and engaged to the aft end of the coupler rod. The inboard crank is configured rotate responsive to rotation of the rotary actuator thereby inducing translation of the coupler rod. An outboard crank arm engaged to a forward end of the coupler rod and is configured to rotate responsive to translation of the coupler rod. A flap drive arm is attached to the outboard crank arm and is configured to rotate with the outboard crank arm from a stowed position to a deployed position responsive to translation of the coupler rod from the aft position to the forward position.