Regarding the Unmanned Aircraft System

1. The proposed UAS will be piloted under the approved conditions by a certified pilot, or

software simulating certified pilots, in accordance with our Safety Program and 14 CFR 91.3.

The UAS will be piloted inside the boundaries of an approved test site within the approved

altitude and speed range. The UAS utilizes proprietary failsafe systems and emergency landing

capabilities to minimize the risk to the NAS or persons and property on the ground. These

systems include our patent pending low­latency avionics, autorotation rotor systems, redundant

mechanical drivetrain systems and active independent yaw control to maintain directional

stability. Additionally, the proposed UAS will utilize sensor and software safety systems for

object detection and avoidance, as well as measuring and enforcing altitude restrictions,

distance from point of origin and other key metrics. GPS­based navigation system will be used

to chart and maintain intended travel paths. Manual control override will be maintained at all

times. Flight data will be recorded manually and digitally in a logbook for test and R&D analysis.

Testing operations will be conducted under strict adherence to our Aircraft Flight Manual and

with respect to operational conditions and aircraft history. Incidents will be resolved in

accordance with your Maintenance and Inspection Programs. Any incidence of impact or

accident will be reported to the NTSB within 24 hours.

2. Procedures will be used in accordance with 14 CFR 91.7, 14 CFR 91.9 and the UAS Aircraft

Flight Manual, containing Operations, Inspection and Maintenance Manuals. Before all flights,

the safety of environmental conditions and test site must be reviewed and documented.

Pre­flight inspections will be conducted both manually and autonomously and recorded in the

UAS logbook. Maintenance will also be conducted in accordance with the Aircraft Flight Manual

and all repairs and inspections will be documented in the logbook. Condition of the UAS must

be approved for safe flight before beginning any operation.

3. Control of the UAS will be facilitated manually by a certified pilot, acting as the PIC, through

the use of a two­way radio and in accordance with 14 CFR 91.13. The two­way radio will be

operated on the 2.4 Ghz and 72 Mhz Radio Frequency (RF) bands in accordance with our

Aircraft Flight Manual and Federal Communications Commission (FCC) standards. A

combination of software and sensors will be utilized to control the vehicle autonomously,

maintaining manual control override, in compliance with 14 CFR 91.111, 91.113 and 91.115.

Regarding the Unmanned Aircraft PIC

4. Operation of the UAS will be limited to certified pilots acting as the PIC, who are directly

responsible for the aircraft and operational compliance. The PIC is familiar with all relevant

regulatory guidelines, including but not limited to; FAA and FCC guidelines, as well as the

Aircraft Flight Manual. The PIC has also logged 25 hours with rotor­powered aerial vehicles and

10 hours in a multi­rotor aerial vehicle, including 5 hours of testing with the proposed UAS. A

Visual Observer (VO) will be present for both manual and autonomous flight tests and maintain

visual line of sight (VLOS). The VO must be a representative of Skylift Global and be familiar
with all relevant regulatory guidelines, including but not limited to; FAA and FCC guidelines, as

well as the Aircraft Flight Manual. The VO is responsible for the documentation and accuracy of

manual flight logs in accordance with the Aircraft Flight Manual.

5. The PIC of the proposed UAS will have an active Third Class Medical Certification and be

prepared to assist in the event of an impact or incident. The PIC is familiar with FAA Office of

Security and Hazardous Materials Safety (ASH) standards and is prepared to report any events

that may impact the integrity of the National Airspace System (NAS).

Regarding the Operation of the Unmanned Aircraft

6. The intended use of the proposed UAS is to develop autonomous flight controls under the

guidelines of the FAA and other relevant regulatory bodies. We will conduct flights inside an

operational border up to 400 AGL within 2 horizontal miles from the point of origin. The vehicle

will not travel over 150 mph in compliance with 14 CFR 91.117 and maintain a distance of 2,000

ft. from any clouds which could obscure visibility. UAS operation will respect a 5 mile perimeter

from any Airport Reference Point (ARP). Non­participating persons and property will need to be

secured in a designated area at a safe distance from the operational area of the UAS before

takeoff and during operation.

7. The proposed UAS will not operate outside of the designated operational area, below 400

AGL and within 2 horizontal miles from the point of origin. The UAS will respect a 5 mile

perimeter from any Airport Reference Point (ARP) and maintain a distance of 2,000 ft. from any

clouds which could obscure visibility. In compliance with 14 CFR 91.117, the UAS will not

exceed speeds of 150 mph. The vehicle will not travel outside the VLOS of the VO. The UAS

will maintain 5 horizontal miles and 1,000 vertical ft. of separation from other aircraft. The PIC

will be responsible for correcting any deviation or inevitable deviation from these operating

restrictions manually in accordance with the Operations Manual section of the Aircraft Flight

Manual.

8. The operational area of the vehicle will be a designated airfield, checked for safety clearance

and permission to fly under the conditions laid out in the Operations Manual and guidelines of

the FAA. Testing will not involve flight over populated areas or restricted airspace.

9. Aircraft will not be operated within 5 miles of any airports in accordance with the statutory

mandate under Section 333 regarding proximity to airports.

10. The UAS will operate within visual line­of­sight (VLOS), in accordance with the statutory

mandate under Section 333(b)(1). The operational area will be restricted to 400 AGL and a 2 mi

horizontal radius from the point of origin, maintaining constant VLOS with the visual observer

(VO).
11. Preflight safety risk assessments will be used to determine that the UAS is in a condition

safe for flight in accordance with 14 CFR 91.7 and the Aircraft Flight Manual. Preflight

inspections will be conducted manually and autonomously in a safe area outside of the

operational area of other aircraft and in accordance with the Inspection and Operations

Manuals.

12. Software and communications testing is a primary objective for the proposed UAS. We

request the ability to test integration with FAA NextGen and NTSB systems like ADS­B and the

CPDLC ADS­C systems, as well as proprietary and third party data communications links to the

aircraft. We would like to coordinate as much as possible with the FSDO in this regard.

13. Skylift Global, Inc. (DBA “Skylift) is in the process of filing for our COA prior to any intended

operations in the NAS.