Scott Richard Madans Phone: 775

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## Scott Richard Madans 5500 Tannerwood Drive Reno, Nevada 89511 USA Phone: 775

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- 6800 Email: Scott@GeneralUAS.com January 17, 2016 U.S. Department of Transportation, Docket Operations West Building Ground Floor, Room W12

- 140 1200 New Jersey

Avenue, SE Washington, DC 20590
Dear Sir or Madam: Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (herein referred to as FMRA) and 14 CFR Part 11, Scott Richard Madans, an individual and FAA licensed ASEL private pilot, (herein referred to as Scott) hereby applies for an exemption from the listed Federal Aviation Regulations (FARs) to allow commercial operation of UAS for the acquisition of aerial data, so long as such operations are conducted within and under the conditions outlined herein or as may be established by

the FAA. As detailed in this document and the attached Appendix of UAS, the requested exemption would permit the operation of UAS platforms previously a pproved by

the FAA for commercial operations in the United States. A pproval of this exemption would thereby enhance safety and f

ulfill the Secretary

o f Transportation’s responsibilities to “...establish requirements for the safe operation of such aircraft systems in the national airspace system.” Section 333(c) Reform Act. The name and address of the applicant is: Scott Richard Madans Founder, General UAS 5500 Tannerwood Drive Reno, Nevada 89511 USA Tel: 775

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- 6800 Email: Scott@GeneralUAS .comScott Richard Madans Phone: 775

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Regulations from which the exemption is requested: 14 CFR Part 21 14 CFR 45.23(b) 14 CFR 61.113(a) & (b) 14 CFR 91.7(a) 14 CFR 91.9(b)(2) 14 CFR 91.103 14 CFR 91.109 14 CFR 91.119 14 CFR 91.121 14 CFR 91.151(a) 14 CFR 91.203(a) & (b) 14 CFR 91.405(a) 14 CFR 407(a)(1) 14 CFR 409(a)(2) 14 CFR 417(a) & (b) **AUTHORITY FOR EXEMPTIONS** The Federal Aviation Act expressly grants the FAA authority to issue exemptions. This statutory a uthority includes exempting civil aircraft, as the term is defined under §40101 of the Act, including UAS, from the requirement that all civil aircraft must have a current airworthiness certificate. The Administrator may

grant an exemption from a requirement of a regulation prescribed under subsection (a) or (b) of this section or any sections §44702

-44716 of this title if the Administrator finds the exemption in the public interest. 49 USC §44701(f). See also 49 USC §44711(a); 49 USC §44704; 14 CFR 91.203(a)(1). Section 333(b) of the Reform Act assists the Secretary in determining whether UAS may operate in the national airspace system without creating a hazard to the user, the public, or a threat to national security. Inmaking this determination, the Secretary must consider:

 The UAS’ size, weight, speed and operational capability;  Whether the UAS operates within the visual line of sight of the operator;  Whether the UAS operates outside of highly populated areas and away f rom close proximity to airports. Reform Act 333(a). If the Secretary determines that a UAS “may operate safely

in the national airspace system, the Secretary shall establish requirements for the safe operation of such aircraft in the national airspace system.” Id. 333(c). **BACKGROUND ON SCOTT RICHARD MADANS** Scott is an FAA

- licensed pilot since 1990 whose primary concern is flight safety

. S cott is also an avid rotor
-wing and fixed

-wing model aircraft pilot. S cott holds sUAS hobby registration : FA3N4YRMCR. Scott will provide turnkey s olutions utilizing UAS to deliver specific, low risk, and cost effective actionable data to clients. These solutions will specifically help clients avoid theScott Richard Madans Phone: 775

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capital expense and operating risks of establishing their own drone programs and enable clients to purchase drone support in a way which better fits their operations and cost profiles. Scott believes in a risk

-based and technology agnostic approach to operations in the national airspace. Approval for any operation should be based on an analysis of the specific risks associated with the fully integrated solution, rather than the individual components. Scott’s business model is predicated on identifying requirements, developing the business case, and demonstrating the Return on Investment (ROI) by utilizing UAS for clients in a number of industries. Scott’s services are a custom integrated solution made up of select components designed for each individual client

. **UAS AND OPERATIONAL DESCRIPTION** Scott seeks to commercially operate a variety of UAS weighing less than 55 pounds including payload in the United States for the purpose of acquiring aerial data. The Appendix attached to this exemption petition lists the aircraft that Scott contemplates operating. Inprior, similar exemptions the Secretary has approved every

UAS platform included in the Appendix. As the operator of these aircraft, Scott is committed to the following conditions and limitations on its operations. Scott understands that failure to comply will be grounds for the immediate suspension or rescission any exemption granted. 1. Operations are limited to the UAS listed in the Appendix when weighing less than 55 pounds including payload. 2. Operations for the purpose of closed

- set motion picture and television filming are not contemplated at this time

. 3. The aircraft will not be operated at a speed exceeding 87 knots (100 miles per hour). In no case will the aircraft be operated at airspeeds greater than the maximum aircraft operating airspeed recommended by the aircraft manufacturer. 4. The aircraft will be operated at an altitude of no more than 400 feet above ground level (AGL). Altitude must be reported in feet AGL. 5. The aircraft will be operated within visual line of sight (VLOS) of the Pilot in Command (PIC) at all times. This requires the PIC to be able to use human vision unaided by

any device other than corrective lenses, as specified on the PIC’s U.S. driver’s license. 6. All operations will utilize a visual observer (VO). The aircraft will be operated within the visual line of sight (VLOS) of the PIC and VO at all times.Scott Richard Madans Phone: 775

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7. All operating documents needed to operate the UAS and will be accessible during UAS operations and made available to the Administrator upon request. The operator will also present updated and revised documents if it petitions for extension or amendment. 8. Any UAS that has undergone maintenance or alterations that affect the UAS operation or flight characteristics, e.g. replacement of a flight critical component, will undergo a functional test flight prior to conducting further operations. 9. S cott is responsible for maintaining and inspecting the UAS to ensure that it is in a condition for safe operation. 10. Prior to each flight, the PIC will conduct a pre

- flight inspection and determine the UAS is in a condition for safe flight. 11. Scott will follow the UAS manufacturer’s maintenance, overhaul, replacement, inspection, and life limit requirements for the aircraft and aircraft components. 12. Each UAS operated under this exemption will comply with all manufacturer safety bulletins. 13. The PIC will hold a UAS flight training certificate, in some cases training directly from the aircraft manufacturer, and a valid U.S. driver’s license issued by a state, the District of Columbia, Puerto Rico, a territory, a possession, or the Federal government. 14. Scott will not permit any P IC to operate unless the PIC demonstrates the ability to safely operate the UAS in a manner consistent with how the UAS will be operated to acquire aerial data, including evasive and emergency maneuvers and maintaining appropriate distances from persons, vessels, vehicles and structures. PIC qualification flight hours and currency will be logged in a manner consistent with 14 CFR § 61.51(b). Scott will operate flights for the purposes of training PICs and VOs (training, proficiency, and experience building) and determining the PIC’s ability to safely operate the UAS. 15. UAS operations will not be conducted during night, as defined in 14 CFR § 1.1. All operations will be conducted under visual meteorological conditions (VMC). 16. The aircraft will not operate within 5 nautical miles of an airport reference point (ARP) as denoted in the current FAA Airport/Facility Directory (AFD) or for airports not denoted with an ARP, the center of the airport symbol as denoted on the current FAA

pub lished aeronautical chart, unless a letter of agreement with that airport’s management is obtained or otherwise permitted by a COA. 17. The aircraft will not be operated less than 500 feet below or less than 2,000 feet horizontally

from a cloud or when visibility is less than 3 statute miles from the PIC.Scott Richard Madans Phone: 775

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18. If the UAS loses communications or loses its GPS signal, the aircraft will return to a pre - determined location. 19. The PIC will abort the flight in the event of unpredicted obstacles or emergencies. 20. The PIC will be prohibited from beginning a flight unless (considering wind and forecast weather conditions) there is enough available power or fuel for the aircraft to conduct the intended operation and to operate after that for at least five minutes or with the reserve power or fuel recommended by the manufacturer if greater. 21. All operations shall be conducted in accordance with an ATO

- issued COA if the blanket COA does not cover the intended operation. 22. All aircraft operated will be identified by s erial number, registered in accordance with 14 CFR P art 47, and have identification (N−Number) markings in accordance with 14 CFR P art 45, Subpart C. Markings will be as large as practicable. 23. Documents used by Scott to ensure the safe operation and flight of the UAS and any documents required under 14 CFR §§ 91.9 and 91.203 will be available to the PIC at the Ground Control Station of the UAS any time the aircraft is operating. 24. The aircraft will remain clear and give way to all manned aviation operations and activities at all times. 25. The UAS may

b e operated by

the PIC from a moving device or vehicle; however, specific requests will be made via subsequent COA. 26. All flight operations will be conducted at least 500 feet from all nonparticipating persons, vessels, vehicles, and structures unless: a. Barriers or structures are present that sufficiently protect nonparticipating persons from the aircraft or debris in the event of an accident; or b. The owner/controller/operator of any vessels, vehicles or structures has granted permission for operating closer to those objects and the PIC has made an assessment of the risk of operating closer to those objects and determined that it does not present an undue hazard. 27. The PIC, VO, operator trainees or essential persons will not be considered nonparticipating persons under this exemption. 28. All operations conducted over private or controlled

- access property will be conducted with the permission from the property owner/controller or authorized representative. Permission from prop erty owner/controller or authorized representative will be obtained for each flight to be conducted. 29. Any incident, accident, or flight operation that transgresses the lateral or vertical boundaries of the operational area as defined by the applicable COA will be reported to the FAA's UAS Integration Office (AFS −80) within 24 hours. Accidents must be reported to the National Transportation Safety Board (NTSB) per instructions contained on the NTSB Web site: www.ntsb.gov.Scott Richard Madans Phone: 775

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**DESCRIPTION OF SPECIFIC REGULATIONS** 14 CFR Part 21, Subpart H: Airworthiness certificates Subpart H, establishes the procedural requirements for the issuance of airworthiness certificates as required by FAR §91.203(a)(1). Given the size and limited operating area associated with the aircraft to be utilized by Scott, an exemption from Part 21 Subpart H meets the requirements of an equivalent level of safety under Part 11 and Section 333 of the Reform Act. The Federal Aviation Act (49 USC §44701(f)) and Section 333 of the Reform Act both a

uthorize the FAA to exempt aircraft from the requirement for an airworthiness certificate, upon consideration of the size, weight, speed, operational capability and proximity to airports and populated areas of the particular UAS. In all cases, an analys is of these criteria demonstrates that the UAS operated without an airworthiness certificate, in the restricted environment and under the conditions proposed, will be at least as safe, or safer, than a conventional aircraft operating with an airworthiness certificate without the restrictions and conditions proposed. 14 CFR 45.23(b): Marking of the aircraft This regulation requires that certain experimental, provisionally c ertified aircraft, or lightsport category

aircraft to be marked with letters between 2 inches and 6 inches high “limited”, “restricted,” “light

- sport,” “experimental,” or “provisional,” near each entrance to a cabin, cockpit or pilot station. An exemption may b e needed as the UAS will have no entrance to the cabin, cockpit or pilot station on which the word “Experimental” can be placed. Given the size of the UAS, 2 inch lettering may b e impossible. All aircraft will be registered and marked per the requirements of applicable CFR (14 CFR Part 47). 14 CFR Part 47: sUA and UA registration (no exception required) An original AC Form 8050

- 1 will be used to register each aircraft. All aircraft will be marked per the applicable rules. 14 CFR 61.113(a) & (b): Private pilot privileges and limitations: Pilot in command Sections 61.113(a) and (b) limit private pilots to non- commercial operations. Because the UAS will not carry

a pilot or passengers, the proposed operations can achieve the equivalent level of safety

o f current operations by requiring the pilot operating the aircraft to have completed a UAS flight

-training course. Unlike a conventional aircraft that carries the pilot and passengers, the UAS is remotely controlled. The area of operation is controlled and restricted, and all flights are planned and coordinated in advance. The ri sks associated with the operation of the UAS are so diminished from the level of risk associated with commercial operations contemplated by P art 61 when drafted, that allowing operations of the UAS as requested exceeds the present level of safety achieved by 14 CFR 61.113(a) and (b).Scott Richard Madans Phone: 775

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14 CFR 91.7(a): Civil aircraft airworthiness The regulation requires that no person may operate a civil aircraft unless it is in airworthy condition. As there will be no airworthiness certificate issued for the aircraft Sc ott contemplates operating, should this exemption be granted, no FAA regulatory standard will exist for determining airworthiness. Given the size of the aircraft and the operational restrictions put on the aircraft, an equivalent level of safety will be provided. 14 CFR 91.9(b)(2): Civil aircraft flight manual, marking and placard requirements The UAS, given its size and configuration has no ability or place to carry

such a flight manual on the aircraft, not only because there is no pilot on board, but because there is no room or capacity to carry such an item on the aircraft. The equivalent level of safety will be maintained by keeping the Operating Manuals at the ground control point where the pilot flying the UAS will have immediate access to it. 14 CFR 91.103: Preflight action This regulation requires each pilot in command take certain actions before flight to ensure the safety of flight. An exemption is needed from this requirement, as the pilot will take separate preflight actions, including checking for weather conditions, checking flight battery

or fuel requirements, checking takeoff and landing distances, and all other actions in the Operating Manual and safety checklists. These actions will provide an equivalent level of safety. 14 CFR 91.1 09: Flight instruction Section 91.103 provides that no person may operate a civil aircraft (except a manned free balloon) that is being used for flight instruction unless that aircraft has fully functioning dual controls. By

design, UAS do not have fully functional dual controls. Flight control is accomplished through the use of a control box that communicates with the aircraft via radio communications. The equivalent level of safety is provided by the fact that neither a pilot nor passengers will be carried in the aircraft, the ability to control the UAS via radio signals from the controller and by the size and speed of the aircraft. 14 CFR 91.119: Minimum safe altitudes Section 91.119 establishes safe altitudes for operation of civil aircraft. The UAS will never operate at altitude higher than 400 AGL, or higher than a manufacturer’s specified ceiling, and all operations will occur during daylight hours under Visual Meteorological Conditions (VMC) only

. The equivalent level of safety will be achieved given the size, weight and speed of the UAS as well as the location where it is operated. No flight will be taken without the permission of the property owner. Because advance notice to the property owner and any onsite personnel, as well as the precautions outlined below, all affected individuals will be aware of the planned flight operations. Flight operations will be conducted at least 500 feet from all non-participating persons (persons other than the pilot in command (PIC) or visual observer (VO)), vessels, vehicles and structures, unless operations do not present an undue hazard.Scott Richard Madans Phone: 775

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The UAS will remain within visual line of sight of the PIC or VO. Flight operations will be conducted at least 5 miles from an airport. The PIC or VO will provide notification to the local Flight Standards District Office and airport controller of all operations within 5 miles of an airport. The FAA will have advance notice of all operations through the filing of notices

-to
- airmen. Compared to flight operations with aircraft or rotorcraft weighing far more than the UAS proposed herein, any risk associated with our operations is far less than those presently presented with helicopters and other conventional aircraft operating at or below 500 feet AGL. In addition, the low

- altitude operations of the UAS will ensure separation between these UAS operations and the operations of conventional aircraft that must comply with Section 91.119. 14 CFR 91.121: Altimeter Settings This regulation requires each person operating the aircraft to maintain cruising altitude by reference to an altimeter that is set “...to the elevation of the departure airport or an appropriate altimeter setting available before departure.” As the UAS may not have a barometric altimeter, but instead a GP S altitude read out, an exemption may b e needed. An equivalent level of safety will be achieved by

the PIC confirming the altitude of the launch site shown on the GPS altitude indicator before flight. 14 CFR 91.151(a): Fuel requirements for flight in VFR conditions Section 91.151(a) outlines fuel requirements for beginning a flight in VFR conditions. Relief from Section 91.151(a)(1) is requested to the extent required to allow flights of a variety of UAS during daylight hours in visual flight rules (VFR) conditions to continue until 90 percent of remaining battery power or fuel reserves remain. Scott seeks the requested relief because without an exemption from Section 91.151(a)(1), the flight time duration of the selected aircraft will be reduced and severely constrain the practicality of any aerial acquisition of data that Scott proposes to conduct pursuant to this Petition. The technical specifications of the proposed UAS, their Operations Manuals, and Scott ’s proposed operating limitations, ensure that Scott will safely operate the selected aircraft during daylight hours in VFR conditions until 90 percent of remaining battery power or fuel reserves remain. 14 CFR 91.203(a) & (b): Carrying civil aircraft certification and registration The UAS has no cabin, cockpit or pilot station and is operated without an onboard pilot. Therefore, there is no ability or place to carry

certification and registration documents or to display them on the UAS. An equivalent level of safety will be achieved by keeping these documents at the ground control point where the pilot flying the UAS will have immediate access to them, to the extent they are applicable to the UAS.Scott Richard Madans Phone: 775

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14 CFR 91.405(a); 407(a)(1); 409(a)(2); 417(a) & (b): Maintenance inspections These regulations require that an aircraft operator or owner “shall have that aircraft inspected as prescribed in subpart E of this part and shall between required inspections, except as provided in paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of this chapter...,” and others shall inspect or maintain the aircraft in compliance with Part 43. Given that these sections and Part 43 apply only to aircraft with an airworthiness certificate, these sections will not apply to Scott

. Maintenance will be accomplished pursuant to the User Guide or Operating Manual. An equivalent level of safety will be achieved because these UASs are limited in size and will carry a small payload and operate only in restricted areas for limited periods of time. If mechanical issues arise, the UAS can land immediately and will be operating from no higher than 400 feet AGL

. The PIC will ensure that the UAS is in working order prior to initiating flight, perform required maintenance and keep a log of any maintenance performed. Moreover, the PIC is the person most familiar with the aircraft and best suited to maintain the aircraft in an airworthy condition to provide the equivalent level of safety

. **PUBL IC INTEREST**  Approval of exemptions allowing commercial operations of UASs for aerial acquisition of data enhances safety while reducing risk. Manned aircraft in certain application such as pipeline monitoring create a greater risk because the aircraft are much larger and carry an onboard human pilot. In contrast, a UAS weighing 55 pounds or less will carry no passengers or crew and, therefore, will not expose them to the risks associated with manned aircraft flights. In addition, additional streams of aerial data will allow large commercial entities to make decisions about how to best deploy ground resources and ensure the safety and cost

- effectiveness of their operations. **EQUIVALENT LEVEL OF SAFETY** Scott proposes that the exemption requested herein apply to civil aircraft that have the characteristics and that operate within the limitations listed herein. These limitations provide for at least an equivalent or even higher level of safety to operations under the current and proposed regulatory structure. **PRIVACY** All flights will occur over private or controlled access property with the property owner’s prior consent and knowledge. Images or video taken of individuals will have consented to being filmed or otherwise they will be made anony

mous. **NATIONAL SECURITY** Given the small size of the UAS involved and the restricted environment within which they will operate, our petition presents no national security issue.Scott Richard Madans Phone: 775

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**FEDERAL REGISTER SUMMARY** Docket No.: No. FAA

-201 6

-

____ Petitioner: Scott Richard Madans Part 21 and §§ 45.23(b), 61.113(a) and (b), 91.7(a), 91.9(b)(2), 91.103, 91.109, 91.119, 91.121, 91.151(a), 91.203(a) and (b), 91.405(a), 407(a)(1), 409(a)(2), 417(a) and (b) of Title 14, Code of the Federal Regulations (14 CFR). Description of Relief Sought: Scott is seeking an exemption to conduct commercial acquisition of aerial data using unmanned aircraft systems. Based upon the foregoing, Scott requests that the FAA grant it the necessary exemptions under Section 333 of the FAA Reform Act as requested herein to allow for commercial operations of UAS within the United States. Sincerely,

Scott Richard Madans Founder, General UAS 5500 Tannerwood Dr Reno, Nevada 89511 USAScott Richard Madans Phone: 775

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- Li st of UAS aircraft Scott contemplates operating :
1. 2AgEagle 2. 3D Robotics Aero
- M 3. 3D Robotics Iris 4. 3D Robotics Iris+ 5. 3D Robotics X8 6. 3DRobotics Fixed W ing 7. 3DRobotics Multirotor 8. 3DRobotics Quadrotor 9. 3DR Solo 10. 3DR Spektre 11. 3DRobotics Spektre Industrial Multi
- Rotor Aerial Vehicle 12. 3D Robotics Solo 13. 3DRobotics X8+ 14. 3D Robotics X8
- M 15. 3D Robotics Y6 16. Aerial Mob Heavy Lifter 17. Aerial Mob Light Lifter 18. Aerial Remote Mineral Detection System (ARMDS) 19. Aerialtronics Zenith with intergrated Airware s ys tem 20. Aerialtronics Altura Zenith ATX8 21. Aerigon 22. Aerobo 23. AeroCine Kopterworx Hammer X12 24. Aeromao AeroMapper 300 25. Aeromao Talon 26. Aeromao Aeromapper 300 27. Aeromao Aeromapper EV
- 2 28. AeroVironment Shrike 29. AeroVironment Puma 30. Aeronavics X4 Titanium 31. Aeryon Sky Ranger 32. Aervonics Sky Jib frame with a DJI A2 flight s ys tem 33. Aero
- M 34. Aeryon Scout 35. Aeryon SkyRanger 36. AgEagle 37. AgEagle Robotic 38. AgScout 39. AgScout Mini 40. Agribotix Hornet Drone 41. Agribotix Enduro Quad 42. AgriView VK Ranger EX 43. Aibot 44. Aibotix X
- 6 45. Air Rover AR
- 3000 46. AirCover QR
-425s 47. AirRobot AR 180 48. AirRobot AR 100 49. AirRobot AR200 50. Air
-X 51. Align M690 52. Altavian Nova 53. Altavian Nova F6500 54. Altavian Nova R8400 55. Altus X
-4Scott Richard Madans Phone: 775

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56. Altus X
- 8 57. Am erican Drones, LLC Eagle 58. Apprentice 59. Arch Aerial OCTO multi
- rotor UAS 60. Arris hexacoper 61. AR
- 960 Hex Rotor 62. AR
- 540 Quad Rotor 63. ARF
- MikroKopter OktoXL 64. ARF
- MikroKopter OktoXL + 65. ArrowLite 66. AscTec Falcon 67. AscTec Falcon 8 68. Astraeus Aerial Cinema System V.3CS 69. Atlantic RC Aircraft LC04 70. Auburn Trimble UX5 71. Auburn W ar Eagle 72. Auburn EasyStar 73. Auburn 74. AV44 75. Bixler 3DR Plane 76. Blade 350QX 77. Bixler 2 78. Boom erang Carbon Fiber Frame (The Identified System) 79. Bormatec Maja UAV 80. BOSH Technologies Super Swiper 81. Bum blebee
- S 82. C
-Astral Bramor gEO 83. CarbonCore Octocopter 1000 84. Carbon Core Cortex Quadcopter 85. CCO w/

Wk m M 86. Chameleon Pro 87. CinesStar 88. Cinestar 6 89. Cinestar X8 90. Cin estar 8 91. Cinestar 8 HL 92. Cinestar 8 Okto XL 93. Coaxial Quad Multirotor VAO1
-V1 94. Coaxial Quad Multirotor VAO2
-V2 95. CopelandRED LLC Delta W ing Aircraft 96. CyberQuad Maxi 97. DJI Flame Wh eel F450 98. DJI Flame Wh eel F550 99. DAx8 100. DJI Inspire 101. DJI Inspire 1 102. DJI Inspire 2 103. DJI M P330z 104. DJI Matrice 100 105. DJI Phantom 106. DJI Phantom 1 107. DJI Phantom 2 108. DJI Phantom 2+ 109. DJI Phantom 2 Vision 110. DJI Phantom 2 Vision+ 111. DJI Phantom Vision + 112. DJI Phantom 3 113. DJI Phantom FC40Scott Richard Madans Phone: 775

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114. DJI Spreading W ings S900 115. DJI Spreading W ings S1000 116. DJI Spreading W ings S10 0 0+ 117. DJI S800 118. DJI S800 EVO 119. DJI T600 120. Draganflyer Guardian 121. Draganflyer X4ES 122. Draganflyer X4P 123. Draganflyer X6 124. DT
- 18 125. DYS D800
-X8 126. Eagle VTOL 127. Eagle V2 128. E
- Flite Apprentice 129. Event 38 E384 130. F
-450 131. Falcon VTOL 132. Fire Fly 6 133. First Aerial Responder UAV 134. Flame Wh eel G4 7.8 Skyc rane 135. Flying
- Cam 3.0 SARAH 136. Foxtech Kraken 130 V2 137. FreeFly Systems ALTA RTF 138. FreeFly Systems Octocopter Airframe (Legacy) 139. G4 140. G4 models 141. GeoStar 142. GerMAP G220 143. GerMAP G180 144. goFarm GF
- 1 145. Gryphon Dynamics X8 146. GT80X 147. Harris 18 HL 148. HEFF 149. Helicopters W est DJI Inspire 150. Helicopters W est SkyJ ib 8 151. Helios 960 152. Hawkeye Mk
- III 153. HexaCrafter HC
- 1100 8 5 154. HexaCrafter HO
- 1250 155. HH Blade 350QX2 AP 156. Hobbyking “Bixler” Fixed W ing Trainer 157. HoneyComb AgDrone 158. Horizon Hobby Blade 350 Qx2 quadcopter 159. Hoverfly LiveSky, BigSky 60 and H
- Frame 160. Hubsan X4 micro drone 161. HVP 14301 Multi Rotor 162. Identified System 163. IMT Global xFold Cinema 164. Indago 165. InovalDrone:Inova One 166. InstantEye Mk
- 2 167. InstantEye Mk
- 2 Gen2 168. Intuitive Aerial Aeragon 169. K130 Octocopter 170. KongCopter X8 171. Kopterworx Hammer X12Scott Richard Madans Phone: 775

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172. Latitude HQ
-4 H ybrid Multi rotor 173. LB700 174. Leading Edge Precision Vision 10 175. Leptron Avenger 176. Lewis Realty Associates Hexacopter 650 177. Liberty 1 178. Lockheed Martin Desert Hawk III 179. Lockheed Martin Indago 180. Matrix quad copter 181. MaxFlight 182. MD4
- 200 183. MD4
- 1000 184. Mikrokopter 2.5 185. MLB Company Super Bat 186. MU
- 1H 187. Multirotor G4 7.8 Skyc rane 188. Nighthawk 189. Nighthawk VTOL 190. OktoXL 6S12 191. PAG X4 192. Parksone Radian RTF 193. Parrot Bebop drone 194. Parrot PF 725100 Bebop Drone 14MP 195. Parrot Skycontroller 196. Patriot X4 197. Patriot X8 198. Finwing Penguin V2 199. Birdseyeview FireFly 6 200. Phoenix 201. Phoenix VTOL 202. Phoenix 60 203. Phoenix 60LE 204. Pixhawk 205. Precision Drone Pacesetter 206. PrecisionHawk 207. PrecisionHawk Hawkeye Mk
- III 208. PrecisionHawk Lancaster 209. Precision Lancaster MK3 210. Prioria Hex 211. Prioria’s Maveric 212. Pulse Aerospace, PA 01 Vapor 213. Pulse Aerospace Pulse Vapor 35 214. Pulse Vapor 215. Pum a AE DDL 216. PV 14817 Multi Rotor 217. PV HL1 218. PV HL2 219. Q1 220. Quadcopter LLC MikroKopter 221. Quiet UAV 222. Qube 223. R/C Rotors and Aerial Media: Matrix Prof. Multi Rotor Frame & Octo Heavy Lift Prof. Multi Rotor 224. Fram e Ronin Edition Microdrones:MD4
- 1000 225. RCTimer Hexacopter 226. RDASS 227. REHawk 500 228. REHawk 680Scott Richard Madans Phone: 775

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229. RF
- 70 230. Riegl RiCopter 231. RITEWI NG Z3 Spade 47” 232. Ritewing Drake 60” 233. RITEWI NG Z3 Spade 70” 234. RITEWI NG Z4 Spade 52” 235. RMAX 236. Roboflight 237. Rotomotion SR
- 15 238. RV Jet 239. Scout X4 240. SD02 241. Seahawk 1.2 242. SelectTech Geospacial’s EH
-4 243. SenseFly eBee 244. SenseFly eBee RTK 245. SenseFly eXom 246. Sensurion Magpie MP
- 1 247. Service
- Drone Recon One 248. Service
- Drone Blackbird 249. SH 900 250. ShadowHawk 251. Shrike 252. Sirius 253. SkyC atch 254. SkyJ ib 8 v.2 Heavy Lifter 255. SkyPhilly MI 256. Skywa lker Aero 257. Skywa lker Flying W ing X8 258. SnapRoll Media SUAS 259. Solutions Phoenix 30 260. Ste adiDrone 261. Steadidrone Quad 262. Steadydrone QU4D 263. Steadidrone Mavik 264. SuperX/P2 Multirotor 265. Swift Radioplanes Lynx 266. Tali 500 267. Talon 120LE 268. Tarot FY690S Hexacopter 269. Tarot quadcopter 270. Tarot 680pro 271. Tarot 690 272. Tarot 900 273. Tarot 960 274. Tarot T
- 15 275. Tarot T15 C/F Folding Octocopter 276. Tarot T18 UAV 277. Tarot T690 278. Tarot T810 279. Tarot T960 280. Tarsier Systems MoAC 281. Tayzu Robotics Titan X8 282. TBS Discovery Pro 283. Team Black Sheep Discovery Pro Tarot T15 284. T
- Rex 700E F3C 285. TREX 800E DFC PRO 286. Tri mb le UX5Scott Richard Madans Phone: 775

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287. Tri mb le UX5 hp 288. Tri mb le ZX5 289. Turningy Talon 500 290. TUP X8
- 800 291. Turbo Ace CINEWI NG 6 292. TurboAce Matrix
- G quadcopter 293. Turbo Ace matrix
- E 294. Turbo Ace MATRIX
- 1 295. UAV Solutions Phoenix 60 296. Universeye Penguin 297. Unmanned Flying Rolling Orb “UFRO” 298. US2 GreenHawk 299. UtiliCopter ITX8 300. VA03
-v1 301. VA04
-v1 302. VA07
-v1 303. Viking UAS Multicopter (VTOL) 304. Viking UAS FF
-X4/X8 305. VK
- Patriot X4/X8 306. Viking UAS Patriot X4/X8 Multirotor 307. Viking UAS X6 Model 800 308. Viking UAS Viking ONE 309. VK
-450 310. Viking Unmanned Aerial Systems, LLC AgriView VK Ranger EX 311. Viking VK
- FF
-X4 312. VK
- Ranger EX
- SAR Fixed W ing UAS 313. Volantex Raptor Tarot T
- 18 314. Volt Aerial Robotics Octane 315. Vulcan frame controlled by a DJI A2 flight controller 316. Vulcan Mantis 317. Vulcan Octocopter 318. Vulcan Raven 319. Vulcan UAV 320. Wa lkera TALI H500 321. Wa lkera Scout X4 322. Wookong DJI 5800 323. xCel Drones XD550CDR 324. XFold Rig with four configurations: Quadcopter, Hexcopter, Octocopter and x12 Copter 325. X8
- M