Abstract: Disclosed are a configuration system and a method for configuring a ballast water treatment system for treating ballast water of one or more ballast tanks in a vessel. The ballast water treatment system is configured to circulate ballast water between a tank outlet and a tank inlet of a first ballast tank. The method includes obtaining structural parameters of the first ballast tank. These structural parameters include a compartment number parameter indicative of a number of compartments in the first ballast tank. Control data for the ballast water treatment system based on the structural parameters is then determined. The control data includes a first volume parameter indicative of a first ballast water volume to be circulated. The control data is provided to the ballast water treatment system.

Abstract: A system for transporting hydrogen from where it can be economically made to where it is most needed using airships. Green technologies can be used to generate electricity near to the primary energy sources. This electricity can then be used to produce hydrogen directly from water. Hydrogen can be delivered using an airship in which the hydrogen gas can also be used for generating lift, providing propulsion energy and serving ancillary needs. In other embodiments of the invention, the airship of the present invention can be used to dramatically reduce the cost of transportation of freight, the cost of passenger transportation, and to save on the area required for landing at the points of loading/unloading and embarkation/debarkation. And in another embodiment, the airship of the present invention can be used for transporting water and food to areas where needed.

Abstract: The invention proposes a simple system, with small space requirement, without hinge arms or sealing skirt, while providing secure and effective opening. To achieve this, the invention provides a door opening by a lateral guidance defining an integrated doubling-back kinematics, towards the interior then the exterior of the fuselage. An opening system of an emergency door (1) is positioned in an aircraft fuselage (2), the door and the fuselage comprising respective frameworks (11, 21) extending opposite each other.

Abstract: Embodiments of the present disclosure relate generally to galley trolley compartment doors that replace traditional trolley retainer latches used to secure trolleys when positioned in galley compartments. The galley trolley compartment doors are designed with engaging arms that help secure the trolleys in place under required loads. Some embodiments of the galley trolley compartment doors are designed with thicknesses that can help improve cooling of the trolley compartment.

Abstract: Disclosed herein is a modular aerial vehicle system having a fuselage module configured to couple with a plurality of lift generation modules. The modular aerial vehicle system may comprise a fuselage module and a lift generation module. The fuselage module can include a first attachment interface, an avionics system operatively coupled with a power unit (e.g., via an ESC), and a communications system operatively coupled with the flight controller. The lift generation module can include a second attachment interface and a plurality of propulsors. The fuselage module may be configured to removably couple with the lift generation module via the first and second attachment interfaces. The first and second attachment interfaces may comprise (1) a plurality of electrical contacts to facilitate electrical communication between the fuselage module and the lift generation module and/or (2) one or more retention devices to couple structurally the lift generation module with said fuselage module.

Abstract: Aircraft wings have an interior volume that incorporates a space frame as a primary supporting structure of the wing, and enables securement of an aircraft fuselage to the wing. The space frame includes carbon fiber rods arranged to handle tensile and compression loads otherwise carried by conventional wing spars, ribs, and stringers normally connected to heavy structural metal wing box joints at the sides of a fuselage for attachment of left and right wings. The space frame also includes sleeve and shaft connectors secured to the carbon fiber rods, the connectors arranged in truss-like configurations for preventing buckling of the carbon fiber rods. The space frame may be designed to extend at least midspan between wings, so that traditional wing box joints on a fuselage can be eliminated. Finally, wing skin panels secured to the space frame can be designed to support only aerodynamic loads of flight.

Abstract: A high stiffness hub assembly for a proprotor system operable to rotate with a mast of a tiltrotor aircraft having helicopter and airplane flight modes. The hub assembly includes a yoke and a constant velocity joint assembly. The yoke has four blade arms each adapted to hold a proprotor blade. The constant velocity joint assembly provides a torque path from the mast to the yoke that includes a trunnion assembly, four drive links and four pillow blocks. The trunnion assembly is coupled to the mast and has four outwardly extending trunnions. Each drive link has a leading bearing coupled to one of the trunnions and a trailing bearing coupled to one of the pillow blocks. Each pillow block is independently mounted between an upper surface of the yoke and a hub plate with two connection members that extend through the yoke and the pillow block.

Abstract: A wing for an aircraft including a slat, and a connection assembly for movably connecting the slat to the main wing. The connection assembly includes a first connection element movably mounted to the main wing and mounted to the slat, and a second connection element movably mounted to the main wing and mounted to the slat. The connection assembly includes a drive unit connected to the slat that includes a first and second drive station spaced apart in the wing span direction. The first drive station has a first input section, a first gear unit and a first output section connected to the slat. The second drive station has a second input section connected to the drive shaft, a second gear unit, and a second output section connected to the slat. The drive unit includes a sync shaft coupling the first output section to the second output section.

Abstract: A monitoring system for a dual-stage, pressure-activated, mixed fluid gas shock strut, may comprise a controller, and a tangible, non-transitory memory configured to communicate with the controller, the tangible, non-transitory memory having instructions stored thereon that, in response to execution by the controller, cause the controller to perform operations comprising receiving, by the controller, a primary chamber temperature sensor reading, receiving, by the controller, a primary chamber pressure sensor reading, receiving, by the controller, a shock strut stroke sensor reading, and calculating, by the controller, an oil volume in a primary chamber of the shock strut. The instructions may cause the controller to perform further operations comprising calculating, by the controller, a number of moles of gas in a primary chamber of the shock strut and calculating, by the controller, a number of moles of gas in a secondary chamber of the shock strut.

Abstract: In one embodiment, a rotor blade may comprise a blade body, a spar structure, and a blade nose. The blade body may comprise a skin, wherein the skin is configured to form an airfoil shape, and wherein the airfoil shape comprises an inboard end, an outboard end, a leading edge, and a trailing edge. The spar structure may comprise a first spar cap and a second spar cap, wherein the first spar cap is coupled to an upper portion of the skin, and wherein the second spar cap is coupled to a lower portion of the skin. The blade nose may comprise a cavity, wherein the cavity is configured to house a plurality of modular weights at a plurality of radial blade locations, wherein the plurality of radial blade locations comprises a range of locations between the inboard end and the outboard end.

Abstract: A multirotor flying vehicle including at least one rotor support frame organized on a geometric grid, with a plurality of rotor assemblies coupled to the at least one rotor support frame. At least one power supply is coupled to and powers the rotor assemblies. A control system is coupled to the rotor assemblies and is configured to operate the vehicle.

Abstract: The present disclosure relates to a multirotor unmanned aerial vehicle, comprising a fuselage, being provided with at least one support arm in a transverse penetrating manner, and a rotor, being disposed at each end of the support arm in a transverse tilting manner. When the unmanned aerial vehicle moves transversely, the tilting rotors can provide lift force for keeping the unmanned aerial vehicle at certain altitude and also provide power for transverse movement of the unmanned aerial vehicle, and meanwhile, the fuselage does not need to tilt, so that the unmanned aerial vehicle has the advantages of high response rate and high flight speed.

Abstract: A rotary wing vehicle includes a body structure having an elongated tubular backbone or core, and a counter-rotating coaxial rotor system having rotors with each rotor having a separate motor to drive the rotors about a common rotor axis of rotation. The rotor system is used to move the rotary wing vehicle in directional flight.

Abstract: In one embodiment, a rotorcraft comprises a fuselage, a tail boom, a rotor system, and a centrifugal blower system. The centrifugal blower system comprises a centrifugal blower configured to generate thrust using an airflow, wherein the centrifugal blower is located within the tail boom. The centrifugal blower system also comprises a plurality of ducts configured to control the thrust generated by the centrifugal blower, wherein the plurality of ducts is located on a portion of the tail boom surrounding the centrifugal blower, and wherein the plurality of ducts comprises one or more adjustable ducts configured to vary a size of an associated duct opening.

Abstract: An aircraft for use in fixed wing flight mode and rotor flight mode while maintaining a horizontal fuselage is provided. The aircraft can include a fuselage, wings, rotor, and a plurality of engines. The rotor can comprise a wing attachment assembly further comprising a rotating support. A rotating section can comprise a central support and the wings, with a plurality of engines attached to the rotating section. In a rotor flight mode, the rotating section can rotate around a longitudinal axis of the rotor providing lift for the aircraft similar to the rotor of a helicopter. In a fixed wing flight mode, the rotating section does not rotate around a longitudinal axis of the rotor, providing lift for the aircraft similar to a conventional airplane. The same engines that provide torque to power the rotor in rotor flight mode also power the aircraft in fixed-wing flight mode.

Abstract: A pylon assembly for a tiltrotor aircraft includes a fixed pylon having an outboard end. A rotor assembly is rotatably coupled to the fixed pylon and is operable to rotate between a a vertical takeoff and landing orientation and a forward flight orientation. The rotor assembly includes a proprotor operable to produce a slipstream. A wing extension is rotatably coupled to the outboard end of the fixed pylon. The wing extension is operable to rotate generally with the rotor assembly such that a minimal dimension of the wing extension remains in the slipstream of the proprotor.

Abstract: An unmanned aerial vehicle (UAV) including wing sections and hinge assemblies. Each wing section includes an airfoil and a propulsion unit. The wing sections are arranged side-by-side, pivotably connected by the hinge assemblies to define an airframe module. The airframe module is transitionable between a fixed-wing state and a rotor state. In the fixed-wing state, the airframe module has an elongated shape extending between opposing, first and second ends. In the rotor state, the first end is immediately proximate the second end. With this construction, the UAV provides two distinct modes of flight (fixed-wing for low power flight, and rotor for high maneuverability flight (including hover)). The wing sections can carry solar cells and a battery. A maximum power point tracker (MPPT) can be provided for optimizing the match between the solar array and the battery. The propulsion unit can include a variable pitch propeller.

Abstract: The invention relates, among others, to an aircraft (10) comprising at least one electromotive drive (11a, 11b) and a controller (12) with which the aircraft can permanently maintain a set flight position, wherein the aircraft can be connected to the ground station (19) via a cable arrangement (16), and wherein the cable arrangement comprises at least two electric conductors (17a, 17b) for supplying voltage to the drive, as well as a fiber-optic cable (18) for the communication of data and/or signals.

Abstract: A method includes operating an aerial vehicle in a hover-flight orientation. The aerial vehicle is connected to a tether that defines a tether sphere having a radius based on a length of the tether, and the tether is connected to a ground station. The method includes positioning the aerial vehicle at a first location that is substantially on the tether sphere. The method includes transitioning the aerial vehicle from the hover-flight orientation to a forward-flight orientation, such that the aerial vehicle moves from the tether sphere. And the method includes operating the aerial vehicle in the forward-flight orientation to ascend at an angle of ascent to a second location that is substantially on the tether sphere. The first and second locations are substantially downwind of the ground station.

Abstract: Devices and methods of autonomously inspecting elongated structures, such as blades of wind turbines, are disclosed. An unmanned aerial vehicle (UAV) is guided towards the elongated structure. The UAV automatically senses distance from the elongated structure. The UAV autonomously maintains a distance greater than a safety distance and identifies an optimum inspecting distance from the elongated structure. The UAV is then autonomously placed at the optimum inspecting distance to automatically record data pertinent to at least a region of the elongated structure when the UAV is at the optimum inspecting distance.

Abstract: An unmanned disposable air vehicle (1) comprising a structural part (3) that has an outer structure (17) and an inner structure (15) located inside the outer structure (17), the inner structure (15) being arranged to support the outer structure (17), wherein at least one of the inner structure (15) and outer structure (17) comprises an article of aid (19) such that the air vehicle (1) may be flown to a relief zone and the structural part (3) dismantled from the air vehicle (1) to allow the article of aid (19) to be used.

Abstract: An unmanned aircraft is described. The unmanned aircraft includes a signal output unit and a control unit. The control unit receives at least one signal to be output by the signal output unit. The control unit transmits at least a first signal to the signal output unit, so that the signal output unit outputs the first signal. The unmanned aircraft may be used stand-alone or autonomous as a movable signal output device, but it may also be coupled with a carrier vehicle to meet the function of a signal output device at the carrier vehicle.

Abstract: Presently disclosed systems and methods are configured for in-flight retrieval of unmanned aerial vehicles (UAVs). Such systems generally include a retrieval ramp, a tether system including a tether, and a capture connector. The retrieval ramp is configured to be moved between a stowed configuration and an extended configuration, in which at least a portion of the retrieval ramp is positioned outside the aircraft for retrieval of the UAV. The tether system is moveable to a capture configuration, in which a terminal tether end of the tether is positioned beyond a terminal end of the retrieval ramp, typically outside of turbulence generated by the aircraft. The system is configured to position the retrieval ramp, the tether system, and the capture connector in order to engage the UAV with the capture connector. Once captured, the system may move the UAV into the aircraft as the tether is retracted towards a retracted configuration.

Abstract: A semi-automated lock assembly is provided and includes a housing, a pawl rotatably coupled to the housing to occupy and rotate between retracted and erected positions relative to the housing and a torque generating assembly. The torque generating assembly is secured within the housing and is coupled to the pawl to apply torque assist to an erecting rotation thereof without opposing a retracting rotation thereof.

Abstract: A carpet display system includes a plurality of carpet modules. Each of the plurality of carpet modules includes a translucent support panel, a carpet layer secured to the support panel, and a light-emitting element coupled to the support panel. The light-emitting element is configured to emit light through the support panel to provide lighting effects through the carpet layer.

Abstract: A system for the emergency oxygen supply of passengers in an aircraft includes at least one primary oxygen mask and at least one secondary oxygen mask arranged in the aircraft in a compartment above a seat, and a retaining receptacle arranged in the compartment. The at least one primary oxygen mask and at least one secondary oxygen mask are each connected to an oxygen source by way of a tube. The at least one primary oxygen mask drops out of the compartment before the at least one secondary oxygen mask when a flap of the compartment opens. The at least one secondary oxygen mask is arranged in the at least one retaining receptacle. The retaining receptacle is connected to the compartment by a first connector and to an activation device of the oxygen source by a second connector. The at least one primary oxygen mask can activate the oxygen source.

Abstract: A multifunctional container system for producing a container for a cargo compartment of an aircraft includes a first lateral container component, which forms a first lateral surface of the container that is at least partially beveled, a first lower resting surface having first fastening devices and a first top side, a second lateral container component, which forms a second lateral surface of the container that is at least partially beveled, a second lower resting surface having second fastening devices and a second top side, and a floor cladding. The cladding is selectively positionable between the first resting surface and the second resting surface, which enclose a continuous gap to each other and comprise a predetermined distance to each other and to create a protrusion that faces away from the first and second top side. The protrusion extends into a recess of a floor in a cargo compartment.

Abstract: A light-weight and low-power integrated system module suitable for installation at a passenger seat disposed aboard a passenger vehicle and methods for manufacturing and using same. By integrating selected interface system components with the associated interconnections, the integrated system module provides an intuitive user interface system for interacting with a passenger entertainment system. The integrated system module can be installed within a seatback of the passenger seat that compliments the look and feel of the user interface system, creating an immersive entertainment experience during travel.

Abstract: A monument configured to be positioned in the interior of an aircraft that includes first, second, third and fourth sides and first and second lavatories spaced apart from one another by at least a portion of a galley storage section that is open to the first side. The first and second sides are opposite to one another and the third and fourth sides are opposite to one another. The first lavatory defines a first lavatory interior and includes a first toilet therein and the second lavatory defines a second lavatory interior and includes a second toilet therein.

Abstract: An inertia reel interface for stowable seats is provided. The inertia reel interface may allow for simple access and replacement of inertia reels during maintenance. The inertia reel interface may comprise an inertia reel beam, a payout tube, and one or more inertia reels coupled to the inertia reel beam. The inertia reel beam may deploy a shoulder harness webbing over the payout tube. The payout tube may pivot to a first access position or a second access position to allow for maintenance of the inertia reel interface components.

Abstract: A seat back assembly that includes a composite seat back cover. The composite seat back cover includes at least one composite layer, that includes a layer of reinforcing fibers and a thermoplastic layer surrounding the reinforcing fibers. The thermoplastic layer is coextensive with the layer of reinforcing fibers. In various embodiments, the seat back includes a seat back frame. The seat back frame includes a side rail, a top rail main section, and a top rail cap. The side rail, the top rail main section, and the top rail cap are fused to each other by a homogenous chemical bond. A homogenous chemical bond is formed between the seat back cover and the seat back frame creating a unitary seat back assembly.

Abstract: The invention relates mainly to an aircraft cabin (10) arrangement comprising: at least one cabin attendant seat, called a high-comfort seat (11), which can assume a stowed position, a sitting position and at least one rest position, and at least one furniture unit (18), characterized in that said high-comfort seat (11) is installed in a space (21) provided in the furniture unit (18), or can extend at least partially into a space (21) arranged in the furniture unit (18) when said high-comfort seat (11) is in the rest position.

Abstract: An air supply manifold includes an outer duct, a first inner duct, and a second inner duct. The outer duct is configured to transfer a fluid from the outer duct inlet to the outer duct outlet and includes an outer duct inlet and an outer duct outlet. The first inner duct is disposed within and passes through the outer duct and includes a first inner duct inlet and a first inner duct outlet. The first inner duct inlet and outlet are disposed outside of the outer duct. The second inner duct includes a second inner duct outlet and inlet fluidly connected to the first inner duct. The second inner duct is disposed within the outer duct and branches off from the first inner duct. The second inner duct outlet is disposed outside of the outer duct.

Abstract: An aircraft with a fuselage that comprises at least one hollow beam element, wherein the at least one hollow beam element accommodates at least one hollow duct element that comprises a tubular duct element wall, and wherein at least one protective spacer is arranged between the tubular duct element wall and the at least one hollow beam element such that free space is available between the tubular duct element wall and the at least one hollow beam element.

Abstract: An evacuation assembly may comprise an evacuation slide and a first yoke coupled to the evacuation slide. The first yoke may comprise a first strap and a second strap. The first strap may be longer than the second strap. The evacuation assembly may optionally include a second yoke coupled to the evacuation slide. A first strap of the second yoke may be longer than a second strap of the second yoke.

Abstract: An evacuation system may comprise an evacuation slide configured to be deployed from an aircraft, a first strap coupled to the evacuation slide, a second strap coupled to the evacuation slide, and a releasable restraint extending through the first strap and the second strap. The releasable restraint may comprise a first stem connected to a first bead and a second stem connected to a second bead, wherein a diameter of the second stem may be different from a diameter of the first stem.

Abstract: An evacuation assembly of an aircraft may include an evacuation slide and a sheet coupled to the evacuation slide. The sheet may be deployable in a negative lift configuration and a canopy configuration. In the negative lift configuration, the sheet may extend across at least a portion of an underside of the evacuation slide. In the canopy configuration, the sheet may extend over at least a portion of a top side of the evacuation slide. The evacuation assembly may also include a support that is coupled to and extends between the top side of the evacuation slide and the sheet in response to the sheet being in the canopy configuration.

Abstract: An evacuation assembly of an aircraft includes an evacuation slide and a sheet coupled to the evacuation slide. The sheet may be deployable in a wind curtain configuration and a canopy configuration. In the wind curtain configuration, the sheet may extend, as a substantially vertical panel, longitudinally along opposing lateral sides of the evacuation slide. In the canopy configuration the sheet may extend over at least a portion of a top side of the evacuation slide. In the canopy configuration, the sheet may include a first portion that is the substantially vertical panel that extends longitudinally along the opposing lateral sides of the evacuation slide and a second portion that extends over the top side of the evacuation slide. The second portion of the curtain may in a furled, collapsed form in the wind curtain configuration and may be configured to unfurl in the canopy configuration.

Abstract: A releasable restraint for an inflatable slide is disclosed, in accordance with various embodiments. The releasable restraint may comprise a first mating portion having a receptacle. The releasable restraint may comprise a second mating portion having a protrusion. The protrusion may be configured to fit within the receptacle. An adjustment fastener may be coupled to the receptacle and configured to adjust a coupling strength of the releasable restraint.

Abstract: Electrically operated propellant thrust assist supplements an airplane's takeoff, landing or inflight maneuvers. Unlike conventional SRM propellants, the burn rate of the electrically operated propellant can be varied via an electrical input and even extinguished by interrupting the electrical to control a secondary thrust profile (e.g., amplitude, transition rates) to fulfill the needs of a given takeoff, inflight or landing maneuver and provide a smooth transition in and out of the maneuver. Multiple pairs of fixed thrusters (opposite sides of the fuselage), a single pair of gimbaled thrusters or a hybrid of fixed and gimbaled thrusters may be configured to provide all such maneuvers. Flight control inputs are passed back and forth through an interface to enable the thrust assist.

Abstract: The disclosure relates to an unmanned aerial vehicle, wherein the fuel cell provides a structural component of the vehicle.

Abstract: A vehicle (100) comprising: an engine (102); a system for starting the engine (102); a fault detection module (120); an electrical power source (110); and a controller (116, 122). The controller (116, 122) is configured to, responsive to the fault detection module (120) detecting a fault occurring with the engine (102): determine a window in which to attempt to start the engine (102); control the electrical power source (110) to provide electrical power to the system for starting the engine (102); and control the system for starting the engine (102) to attempt to start the engine (102) using the supplied electrical power only during the determined window.

Abstract: A method to automatically shutdown engines of a twin-engine aircraft where each engine is controlled by a control unit (4, 5) and an interface device (6) coordinates the control units, the interface device having first and second operating modes, wherein the switching between modes is based on the airspeed and altitude of the aircraft; wherein in the first operating mode, the automatic shutdown can take place only on the first of the two engines (2, 3) which exhibits an operational anomaly, and in the second operating mode, typically implemented during a cruise phase, the automatic shutdown will be able to be implemented on a first and then on a second engine (2, 3) if the second engine exhibits an operational anomaly more severe than the one exhibited by the first engine.

Abstract: An auxiliary power unit (APU) for aircraft is provided. The APU includes one or more battery modules for storing electrical power and an integrated controller adapted to operate the one or more battery modules for electrically powering aircraft subsystems for preflight readiness. A remote interface is communicatively coupled with the integrated controller and is adapted for displaying data from the APU and for receiving user instructions for transmission to the integrated controller for governing flow of electrical current between the APU and the aircraft subsystems.

Abstract: A distributed auxiliary-power-unit (APU) system for an aircraft includes one or more battery modules for storing electrical power, and a plurality of racks distributed throughout the aircraft for receiving the one or more battery modules to electrically connect with an electrical subsystem of the aircraft. A plurality of hot-swappable racks are adapted to receive the battery modules for electrically and communicatively coupling with the electrical subsystem and an integrated controller. A remote interface is communicatively coupled with the integrated controller for receiving user-input to direct electrical power from the battery modules to one or more subsystems of the aircraft. A number of battery modules installed is based on an amount of electrical power planned for a given flight of the aircraft.

Abstract: Actuator systems and methods for controlling aerodynamic control surfaces of aircraft including a first actuator receiving a first input and a first linear translation element that moves based thereon, the first linear translation element operably connected to a first portion of the control surface. A first sensor assembly is disposed relative to the first actuator that generates an output based on a displacement of the first translation element. A second actuator receives a second input and a second linear translation element moves based on the second input, the second linear translation element operably connected to a second portion of the control surface. A second sensor assembly is disposed relative to the second actuator that generates a second sensor output based on a displacement of the second translation element. A controller generates the inputs and receives the sensor outputs to determine if an error condition exists for the system.

Abstract: Avionic display systems and methods are provided for generating avionic displays including instability prediction and avoidance symbology, such as dynamically-adjusted drag device deployment cues. In one embodiment, the avionic display system includes a controller and an avionic display device, which is coupled to the controller and on which an avionic display, such as a Vertical Situation Display (VSD), is generated.

Abstract: [Object] To provide a control device which enables a flight vehicle device to obtain a highly precise image. [Solution] Provided is the control device including an illuminating control unit configured to adjust a light amount of an illuminating device according to an inclination of a body of a flight vehicle device that has an imaging device configured to photograph a photographing target and the illuminating device configured to illuminate the photographing target.

Abstract: Systems, apparatuses and methods for indicating a moveable device such as an unmanned aerial vehicle (UAV) are disclosed herein. The present technology provides an illumination system having a light source and an illuminating component. In a representative embodiment, the light source is carried by a UAV and positioned to emit a light ray in a first direction. The illuminating component is carried by a propeller of the UAV. The illuminating component can include a light entrance portion, a light transmission portion, and a light exit portion. The light entrance portion is positioned to receive the light ray from the light source, the light transmission portion is positioned to transmit the light ray to the light exit portion, and the light exit portion is positioned to direct the light ray in a second direction so as to form a visual indication corresponding to the UAV.

Abstract: The present application relates to a gimbal configured to mount a photographing device. The gimbal includes a main body, a mounting shaft connected to the main body and a base disposed on the mounting shaft. The base is configured to fasten the photographing device. The gimbal further includes a fixing plate disposed on the base and a circuit board mounted between the fixing plate and the base. The circuit board is provided with a USB input interface and a USB output interface. The USB input interface is configured to form a data transmission connection to the photographing device. The USB output interface is configured to be connected to an external storage device. The present application further relates to an image photographing apparatus including the foregoing gimbal and an unmanned aerial vehicle including the foregoing image photographing apparatus.