Electronic Submission

October 26 , 2015

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 Modernizat ion and Reform Act of 2012 (“FMRA”)

and 14 CFR Part 11, Shaud G. Tavakoli (“Petitioner”) hereby applies for an exemption

from the listed Federal Aviation Regulations (“FARs”) to allow commercial operation of

small unmanned aircraft systems (“UAS”) for the acquisition of aerial data and closed set

motion picture and filming within and under the conditions outlined herein or as may be

established by the Federal Aviation Administration (“FAA”).

As detailed in this petition and the attached Appendix, the reque sted exemption would

permit the operation of UAS platforms previously approved by the FAA for commercial

operation in the United States. Approval of this exemption would enhance safety and

fulfill the Secretary of Transportation’s responsibilities to “esta blish requirements for

the safe operation of such aircraft systems in the national airspace system.” FMRA

§ 333(c).

The name and address of the applicant is:

Shaud G. Tavakoli

29255 Nottingham Ct.

Westlake, Ohio 44145

Email: shaud.tavakoli@gmail.comPetition of Shaud G. Tavakoli | 2

Regulations from which the exemption is requested:

14 CFR Part 21

14 CFR 45.23(b)

14 CFR 61.23(a) & (c)

14 CFR 61.101(e)(4) & (5)

14 CFR 61.113(a) & (b)

14 CFR 61.315(a)

14 CFR 91.7(a)

14 CFR 91.9(b)(2)

14 CFR 91.1 03 (b)(2)

14 CFR 91.109

14 CFR 91.119

14 CFR 91.121

14 CFR 91.151(a)

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 exempt civil aircraft, as

the term is defined under §40101 of the Act, including UAS, from the requirement that all

civil aircraft 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. See 49 USC §44701(f) ; see

also 49 USC §§ 44711(a)

, 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. In making this determination, the Secretary may consider:

• The UAS’ size, weight, speed a nd 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 from

close proximity to airports.

FMRA 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.” FMRA 333(c).Petition of Shaud G. Tavakoli | 3

BACKGROUND ON PETITONER

Shaud G. Tavakoli is an individual with experi ence flying UAS in a variety of

environments in the U nited States and abroad.

UAS AND OPERATIONAL DESCRIPTION

Petitioner seeks to commercially operate a variety of UAS weighing less than 55 pounds

including payload in the United States for the purpose of acquiring and c losed s e t mo t ion

p i c ture a nd film i n g . The Appendix attached to this exemption petition lists the aircraft that

Petitioner contemplates operating. In prior, similar exemptions the Secretary has approved

every UAS platform included in the Ap pendix

. See, e.g. , Exemption No. 12646

.

As the operator of these aircraft, Petitioner is committed to the following conditions and

limitations on its operations.

1. Operations are limited to the UAS listed in the Appendix and those UAS previously

approved b y the Secretary that weigh less than 55 pounds including payload.

2. 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 airspe ed recommended by the aircraft manufacturer.

3. The aircraft will be operated at an altitude of no more than 400 feet above ground

level ( “ AGL ” ).

4. 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.

5. All operations will utilize a visual observer ( “ VO ” ). The aircraft will be

operated within the VLOS o f the PIC and VO at all times.

6. All operating documents needed to operate the UAS 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.

7. 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 oper ations.

8. Petitioner is responsible for maintaining and inspecting the UAS to ensure that it is

in a condition for safe operation.

9. Prior to each flight, the PIC will conduct a pre

- flight inspection and determine the

UAS is in a condition for safe flight.Petition of Shaud G. Tavakoli | 4

10. Pet itioner will follow the UAS manufacturer’s maintenance, overhaul, replacement,

inspection, and life limit requirements for the aircraft and aircraft components.

11. Each UAS operated under this exemption will comply with all manufacturer

safety bulletins.

12. 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

governmen t.

13. Petitioner will not permit any PIC 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 ap propriate distances from persons, vessels, vehicles and structures.

14. 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 ” ).

15. The aircraft will not opera te 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

- published aeronautical chart, unless a letter of agreement with that

airport’s management is obtai ned or otherwise permitted by a Certificate of Waiver

or Authorization (“COA”)

.

16. T o the extent possible and observable to the PIC, the aircraft will not be operated

less than 500 fe et below or less than 2,000 feet horizontally from a cloud or when

visibility is less than 3 statute miles from the PIC.

17. If the UAS loses communications or loses its GPS signal, the aircraft will return

to a pre

- determined location.

18. The PIC will abort the flight in the event of unpredicted obstacles or emergencies.

19. 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 intende d operation and to operate after that for at least five

minutes or with the reserve power or fuel recommended by the manufacturer if

greater.

20. All operations shall be conducted in accordance with a n Air Traffic Organization

(“ATO”) issued COA if the blanket COA does not cover the intended operation.

21. All aircraft operated will be identified by serial number, registered in accordance

with 14 CFR part 47, and have identification (N

− Number) markings in accordance

with 14 CFR part 45, Subpart C. Markings will be as large as practicable.

22. Documents used by Petitioner 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.

23. The aircraft will remain clear and give way to all manned aviation operations andPetition of Shaud G. Tavakoli | 5

activities at all times.

24. The UAS may be operated by the PIC from a moving device or vehicle; however,

specific requests will be made via subsequent COA.

25. All fli ght 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 eve nt of an accident; and

b. The o wner/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.

The PIC, VO, operator trainees or essential persons will not be considered

nonparticipating persons under this exemption.

26. All operations conducted over private or controlled

- access property will be

conducted with the permission from the property owner/controlle r or authorized

representative. Permission from property owner/controller or authorized

representative will be obtained for each flight to be conducted.

27. Any incident, accident, or flight operation that trans gresses 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.Petition of Shaud G. Tavakoli | 6

DESCRIPTION OF SPECIFIC REGULATIONS

14 CFR Part 21, Subpart H: Airworthiness certificates

Subpart H, establishes the procedural requirements for the i ssuance 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 Petitioner , an exemption from Part 21 Subpart

H meets the requirements of an equivalent level of safety under Part 11 and Section 333

of the FMRA . The Federal Aviation Act (49 USC §44701(f)) and Section 333 of the

FMRA both authorize the FAA to exempt aircraft from the requirement for an

airworthiness certifica te upon consideration of the size, wei ght, speed, operational

capability and proximity to airports and populated areas of the particular UAS. In all

cases, an analysis of these criteria demonstrates that the UAS operated without an

airworthiness certificate, in the restricted environment and u nder 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 certified aircraft, or light

sport 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 c abin, cockpit or pilot station. Even though the UAS will have no airworthiness

certificate, an exemption may be 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 be impossible. Petitioner will mark the UAS as

practicable.

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. Be cause the

UAS will not carry a pilot or passengers, the proposed operat ions can achieve the

equivalent level of safety of current operations by requiring the pilot operating the aircraft

to have completed a flight

- training course. Unlike a conventional air craft 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 risks

associated with the operation of the UAS ar e so diminished fr om the level of risk

associated with commercial operations contemplated by Part 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).

14 CFR 91.7(a): Civil aircraft airw orthiness

The regulation provides 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 Petitioner

contemplates operating, should this exemption be granted, n o 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.Petition of Shaud G. Tavakoli | 7

14 CFR 91.9(b)(2): Civil aircraft flight manual, marki ng and placard requirements

The UAS, given its size and configuration has no ability or place to carry 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 airc raft. 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 (b)(2) : Preflight action

This regulation requires each PIC take certain actions before flight to ensure the

safety of flight that are not applicable to UAS

. T he PIC will take preflight actions

tailored to UAS flight , 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.

14 CFR 91.109: Flight instruction

Section 91.103 provides that no person may operate a civil aircraft (except a manned free

balloon) that is being used f or 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 communi cations. The equivalent level of safety is provided because neither a pilot

nor passengers will be carried in the aircraft, the PIC is able to control the UAS via radio

signals from the controller and the size and speed of the aircraft are comparably lower

compared to those employed by flight instruction contemplated by this regulation

.

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 and all operations will occur during

daylight hours under 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 50 0 feet from all non

- participating persons,

vessels, vehicles and structures, unless operations do not present an undue hazard.

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 betweenPetition of Shaud G. Tavakoli | 8

these UAS operations and the operations of conventional aircraft that must comply with

Section 91.119.

14 CFR 91.121: Altimeter Settings

This regulati on 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

baro metric altimeter, but instead a digital altitude read out, an exemption is necessary

. An equivalent level of safety will be achieved by the PIC confirming the altitude of the

launch site shown on the digital 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 day light hours in visual flight rules ( “ VFR ” ) conditions to continue

until 90 percent of remaining battery power or fuel reserves remain. Petitioner seeks the

requested relief because without an exemption from Section 91.151(a)(1), the flight time

duration of the selected aircraft will be dramatically reduced (in some cases to zero),

which will render any flights contemplated by this Petition impossible or impractical

.

The technical specifications of the proposed UAS, their Operations Manuals, and

Petitioner ’ s proposed operating limitations, ensure that Petitioner 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 91.405(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 sec tion, 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

certificat e, these sections will not apply to Petitioner . Maintenance will be accomplished

pursuant to the User Guide or Operating Manual. An equivalent level of safety wil l be

achieved because these UAS 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.Petition of Shaud G. Tavakoli | 9

PUBLIC INTERE ST

Approval of exemptions allowing commercial operations of UAS for aerial acquisition

of data enhances safety while reducing risk. Manned aircraft create a greater risk than

UAS because manned 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 persons to the risks associated with manned aircraft flights.

EQUIVALENT LEVEL OF SAFETY

Petitioner 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 struct ure.

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 will be made anonymous.

NATIONAL SECURITY

Given the small size of the UAS involved and the restricted environment within which

they will operate, this petition presents no national security concern

.

FEDERAL REGISTER SUMMARY

Docket No.: No. FAA

- 2015

-

Petitioner: Shaud G. Tavakoli

Des cription of Relief Sought: Petitioner is seeking an exemption to conduct

commercial acquisition of aerial data and raining operations using unmanned aircraft

systems.

Regulations from which Exemption Requested: Part 21 and §§ 45.23(b), 61.23(a) and

(c), 6 1.101(e)(4) and (5), 61.113(a) and (b), 61.315(a), 91.7(a), 91.9(b)(2), 91.103,

91.109, 91.119, 91.121, 91.151(a), 91.405(a), 407(a)(1), 409(a)(2), 417(a) and (b) of

Title 14, Code of the Federal Regulations (14 CFR).

Based upon the foregoing, Petitioner requests that the FAA grant him the necessary

exemptions under Section 333 of the FAA FMRA as requested herein to allow for

commercial operations of UAS within the United States.

Sincerely,

/s/ Shaud G. Tavakoli

Shaud G. TavakoliPetition of Shaud G. Tavakoli

APPENDIX

1. 2A g E a g le

2

. 3D Robotics Ae ro

- M

3. 3D Robotics I ris

4. 3D Robotics I ri s +

5. 3D Robotics X 8

6. 3DRobotics F i x e d W ing

7. 3DRobotics Mul t irotor

8. 3DRobotics Q u a d r otor

9. 3DR S olo

10. 3DR S p e ktre

11. 3DRobotics Sp e ktre I nd u strial Mult i

- Rotor Ae ri a l V e hicle

12. 3D Roboti cs Solo

13. 3DRobotics X 8+

14. 3D Robotics X 8

- M

15. 3D Robotics Y 6

16. A e ri a l Mob H e a v y L ifter

17. A e ri a l Mob L i g ht L i ft e r

18. A e ri a l R e mo t e Min e r a l D e te c t i on S y stem ( A RMDS)

19. A e ri a l t roni c s Z e ni t h with i nte r g ra ted A i r w a r e s y stem

20. A e ri a l t roni c s Altu r a Z e n i th AT X 8

21. A e r i g on

22. A e robo

23. A e roCine K opt e r w o r x H a m m e r X 12

24. A e rom a o A e roM a p p e r 3 00

25. A e rom a o T a lon

26. A e rom a o A e rom a p p e r 3 0 0

27. A e rom a o A e rom a p p e r EV

- 2

28. A e ro V ironm e nt S h r ike

29. A e ro V ironm e nt P uma

30. A e ron a vics X4 T i t a nium

31. A e r y on S k y R a n g e r

32. A e rvoni c s S k y J ib f ra me with a D J I A2 f l i g ht s y s t e m

33. A e r o

- M

34. A e r y on S c out

35. A e r y on S k y R a n g e r

36. A g E a g le

37. A g E a g le Robotic

38. A g S c out

39. A g S c out Mini

40. Ag r ibo t ix Ho r n e t Dr o ne

41. Ag r ibo t ix Endu r o Qu a d

42. Ag r iView VK R a n g e r E XPetition of Shaud G. Tavakoli

43. Aibot

44. Aibot i x X

- 6

45. Air Rov e r A R

- 3000

46. AirCov e r Q R

- 425s

47. AirRobot AR 180

48. AirRobot AR 100

49. AirRobot AR200

50. Ai r

- X

51. Ali g n M690

52. Altavi a n Nova

53. Altavi a n Nova F 6500

54. Altavi a n Nova R8400

55. Altus X

- 4

56. Alt us X

- 8

57. Am e ri ca n D ron e s, L L C E a g l e

58. App re nt i c e

59. A rc h A e ri a l OCTO mu l t i

- rotor U A S

60. A r ris h e x ac op e r

61. A R

- 960 H e x Rotor

62. A R

- 540 Qu a d Ro t or

63. AR F

- Mik r oKopt e r O kt o X L

64. AR F

- Mik r oKopt e r O kt o X L +

65. A r ro w L i t e

66. As c T e c Fa l c on

67. As c T e c Fa l c on 8

68. Astr ae us A e ri a l C inema S y stem V.3CS

69. Atlantic RC Air c r a ft L C 04

70. Aubu r n T r i m ble U X5

71. Aubu r n W a r E a g le

72. Aubu r n E a s y S tar

73. Aubu r n

74. A V 44

75. B i x ler 3DR P lane

76. B lade 35 0 QX

77. B i x ler 2

78. B oome r a n g C a rbon F iber F r a me ( T he I d e nt i fi e d S y s tem)

79. B o r mat e c Maja U AV

80. B OSH T e c hnolo g i e s S up e r Swiper

81. B umb l e b e e

- S

82. C

- Astr a l B r a mor g EO

83. C a rbonCo r e O c t o c opter 1000

84. C a rbon Co r e Co r tex Qu a d c opter

85. CCO w / W km M

86. Ch a mel e on P roPetition of Shaud G. Tavakoli

87. CinesStar

88. Cinest a r 6

89. Cinest a r X 8

90. Cinest a r 8

91. Cinest a r 8 H L

92. Cinest a r 8 O kto X L

93. Co a x ial Qu a d Mult i rotor V A O 1

- V1

94. C o a x ial Qu a d Mult i rotor V A O 2

- V2

95. Cop e landRED LL C D e l t a W ing Aircr a ft

96. C y b e r Qu a d M a x i

97. D J I F lame W h e e l F 450

98. D J I F lame W h e e l F 550

99. D A x 8

100. D J I I nsp ire

101. D J I I nspire 1

102. D J I I nspire 2

103. D J I M P 330z

104. D J I P h a ntom

105. D J I P h a ntom 1

106. D J I P h a ntom 2

107. D J I P h a ntom 2+

108. D J I P h a ntom 2 Vision

109. D J I P h a ntom 2 Vision+

110. D J I P h a ntom Vision +

111. D J I P h a ntom 3

112. D J I P h a ntom F C40

113. D J I S p r ea di n g W in g s S 9 00

114. D J I S p r ea di n g W in g s S 1 000

115. D J I S p r ea di n g W in g s S 10 00+

116. D J I S 800

117. D J I S 800 E V O

118. D J I T600

119. D r a g a n f l y e r G u a rdi a n

120. D r a g a n f l y e r X 4ES

121. D r a g a n f l y e r X 4P

122. D r a g a n f l y e r X 6

123. DT

- 18

124. D Y S D800

- X8

125. E a g l e VT O L

126. E a g l e V2

127. E

- F l i te A pp r e nt i c e

128. Ev e nt 38 E384

129. F

- 450

130. Fa lcon V T O LPetition of Shaud G. Tavakoli

131. F ire F l y 6

132. F irst A e r i a l R e spond e r U AV

133. F lame W h ee l G4 7.8 S k y c r a ne

134. F l y i n g

- C a m 3.0 S ARAH

135. F o x te c h K ra k e n 130 V2

136. F re eF l y S y stems A L TA RTF

137. F re eF l y S y stems O c toc o pter Air f r a me ( L e g a c y )

138. G4

139. G4 mod e ls

140. G e o S tar

141. G e rM A P G220

142. G e rM A P G180

143. g o Fa rm G F

- 1

144. G r y phon D y n a m i c s X8

145. GT8 0 X

146. H a r r is 18 H L

147. HEFF

148. H e l i c opte r s W e st D J I I n s pire

149. H e l i c opte r s W e st S k y J ib 8

150. H e l i os 960

151. H a wk e y e M k

- I I I

152. H e x a Cr a ft e r H C

- 1100 8 5.

153. H e x a Cr a ft e r H O

- 1250

154. HH B la d e 350Q X 2 AP

155. Hob b y ki n g “ B i x le r ” F i x e d W ing T ra iner

156. Hon e y Comb A gD r one

1 57. Ho r i z on Hob b y B lade 3 5 0 Q x 2 qu a d c opter

158. Hov e r f l y L iveS k y

, B i g S k y 60 a nd H

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159. Hubs a n X4 mic r o dr o n e

160. H V P 14301 Multi Rotor

161. I d e nt i fi e d S y stem

162. I MT Glob a l x F old C inema

163. I n d a g o

164. I no v a lDro ne : I n ova O n e

165. I nstant E y e M k

- 2

166. I nstant E y e M k

- 2 G e n2

167. I ntu i t i ve A e ri a l A e ra g on

168. K130 Oc tocopt e r

169. Kon g Copter X8

170. Kopt e r w o r x H a m m e r X 1 2

171. L a t i tude H Q

- 4 H y b rid Mul t irotor

172. L B700

173. L e a di n g E d g e P re c is i on Vision 10

174. L e p t ron A v e n g e rPetition of Shaud G. Tavakoli

175. L e w is R ea l t y Asso c iat e s H e x ac opter 650

176. L ib e r t y 1

177. L o c kh ee d M a rtin D e s e rt H a wk I I I

178. L o c kh ee d M a rtin I nd a g o

179. Mat r ix qu a d c opter

180. Ma x F l i g ht

181. MD4

- 200

182. MD4

- 1000

183. Mik r okopter 2.5

184. M L B Compa n y S up e r B a t

185. MU

- 1H

186. Mult i rotor G4 7.8 S k y c ra ne

187. Ni g htha w k

188. Ni g htha w k VT O L

189. Okto X L 6 S 12

190. P AG X4

191. P a rksone R a dian RTF

192. P a r r ot B e bop d r one

193. P a r r ot P F 725100 B e bop D r one 14MP

194. P a r r ot S k y c on t roll e r

195. P a triot X4

196. P a triot X8

197. F i nwing P e n g uin V2

198. B irds e y e view F ir e F l y 6

199. P ho e nix

200. P ho e nix VT O L

201. P ho e nix 60

202. P ho e nix 60 L E

203. P i x h a wk

204. P r e c is i on D r one Pa ce s e t t e r

205. P r e c is i onH a wk

206. P r e c is i onH a wk H a wk e y e M k

- III

207. P r e c is i onH a wk L a n ca st e r

208. P r e c is i on L a n ca s t e r M K 3

209. P rio r ia He x

210. P rio r ia ’ s Mav e r i c

211. P ulse Ae rosp a c e

, P A 01 V a por

212. P ulse Ae rosp a c e P ulse V a por 3 5

213. P ulse Va por

214. P uma A E D D L

215. P V 14817 Multi R otor

216. P V H L 1

217. P V H L 2

218. Q1Petition of Shaud G. Tavakoli

219. Qu a d c opter L L C M ik r o Kopt e r

220. Qui e t UAV

221. Qube

222. R/C Rotors a nd A e ri a l Media: M a trix P ro f . Multi Rotor F r a me & O c to H e a v y

L ift P ro f . Multi Rotor

223. F r a me Ronin Edition Mic r odro ne s: M D 4

- 1000

224. RCTimer H e x ac opter

225. RD A S S

226. REH a wk 500

227. REH a wk 68 0

228. R F

- 70

229. Rie g l R i C opter

230. R I TE W I NG Z 3 S p a d e 4 7”

231. Ri t e wing D r a ke 60”

232. R I TE W I NG Z 3 S p a d e 7 0”

233. R I TE W I NG Z 4 S p a d e 5 2”

234. RMAX

235. Robofli g ht

236. Roto m ot i on S R

- 15

237. RV J e t

238. S c out X4

239. S D02

240. S ea h a wk 1.2

241. S e le c tTe c h G e osp a c ial’s E H

- 4

242. S e nse F l y e B e e

243. S e nse F l y e B e e RTK

244. S e nse F l y e Xom

245. S e nsurion M a g p i e M P

- 1

246. S e rvi ce

- D rone R e c on O n e

247. S e rvi ce

- D rone B la c kbird

248. S H 900

249. S h a dow Ha wk

250. S h r ike

251. S irius

252. S k y C a tch

25 3. S k y J ib 8 v.2 H ea v y L i ft e r

254. S k y P hi l l y M I

255. S k y w a lk e r A e ro

256. S k y w a lk e r F l y i n g W ing X8

257. S n a pRo l l Media SU A S

258. S olu t ions P ho e n i x 30

259. S te a diDr o ne

260. S te a didrone Qu a d

261. S te a d y d ro ne Q U 4 DPetition of Shaud G. Tavakoli

262. S te a didrone Ma v ik

263. S up e r X / P 2 Mult i rotor

264. S wift Radioplan e s L y nx

265. T a li 500

266. T a lon 12 0 L E

267. T a rot F Y690S H e x ac opter

268. T a rot qu a d c op t e r

269. T a rot 680p r o

270. T a rot 690

271. T a rot 900

272. T a rot 960

273. T a rot T

- 15

274. T a rot T15 C/F F old i n g O c tocopt e r

275. T a rot T18 U AV

276. T a rot T690

277. T a rot T810

278. T a rot T960

279. T a rsi e r S y stems MoAC

280. T a y z u Robot i c s Ti t a n X8

281. T B S Dis c ov e r y P ro

282. T ea m B l ac k S h ee p Disc o v e r y P ro Ta rot T15

283. T

- R e x 700E F 3C

284. TREX 800E DF C P RO

285. T r i m ble U X 5

286. T r i m ble U X5 hp

287. T r i m ble Z X5

288. Tu r nin g y T a lon 500

289. TUP X8

- 800

290. Tu r bo A c e C I N E W I NG 6

291. Tu r boA c e M a tri x

- G qu a d c opter

292. Tu r bo A c e m a tri x

- E

293. Tu r bo A c e M AT R I X

- 1

294. U A V So l ut i ons P ho e n i x 60

295. Univ e rs e y e P e n g uin

296. Unm a nn e d F l y i n g Rol l ing O rb “ U F RO”

297. US2 G ree n H a wk

298. Uti l i C opter I TX8

299. V A 03

- v1

300. V A 04

- v1

301. V A 07

- v1

302. Viking U A S Mult i c opter ( VT O L )

303. Viking U A S F F

- X4/X8

304. VK

- P a triot X4/X8

305. Viking U A S P a triot X4 / X8 Mult i rotorPetition of Shaud G. Tavakoli

306. V iking U A S X6 Mod e l 8 00

307. Viking U A S Viki n g O N E

308. VK

- 450

309. Viking Unm a n n e d A e ri a l S y stems, L L C A g riVi e w VK R a n g e r E X

310. Viking V K

- F F

- X4

311. VK

- R a n g e r E X

- S AR F i x e d W ing U A S

312. Vol a ntex R a ptor T a rot T

- 18

313. Volt A e ri a l R obot i c s O c t a ne

314. Vul ca n f r a me c ontroll e d b y a D J I A2 f l i g ht cont r o l l e r

315. Vul ca n M a nt i s

316. Vul ca n O c t o c opter

317. Vul ca n Rav e n

318. Vul ca n U A V

319. W a lke r a T A LI H500

320. W a lke r a S c out X4

321. W ookong D J I 5800

322. x C e l Dr o n e s X D 550CDR

323. X F old R ig with fo u r c on f i g u ra t i ons: Qu a d c opte r

, H e x c opte r , O c tocopt e r and x 12

Copter

324. X8

- M