Electronic Submission

December 1, 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 Modernization and Reform Act of 2012 (herein

referred to as FMRA) and 14 CFR Part 11, Mercer Engineering Research Center , an

operating unit of the corporation of Mercer University, a nonprofit corporation organized

under the laws of the State of Georgia (herein referred to as MERC ) 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 approved by the FAA for

commercial operations in the United States. Approval of this exemption would thereby

enhance safety and fulfill the Secretary of 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: Mercer Engineering Research Center

Daniel P. Murray

Technical Advisor, Advanced Programs Directorate

135 Osigian Blvd

Warner Robins, GA, 31088

- 7810

Tel: 478

- 953

- 6800

Email: d murray @merc

- mercer.orgRegulations 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 authority 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. In making 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 from 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 MERC

MERC is a key supplier of high technology applications to a full range of customers

including the Air Force Logistics Complexes, Air Force Research Laboratory (AFRL),

Army, Navy, the Department of Homeland Security (DHS), state and local governments,

and industry. MERC has developed a highly qualified professional staff, complex tools and

test equipment, and extensive technical capability in the fields of aircraft structural analysis

and design, flight test instrumentation, reverse engineering and prototyping, laboratory

structural testing, and electronic warfare software algorithm development. Our staff

includes eight individuals with Ph.D.s, to include Doctorates in Aerospace and Mechanical

Engineering. MERC is a non

- profit operating unit of Mercer University and our engineers

frequently collaborate with university professors and engineering students.

MERC is ready to provide turnkey solutions utilizing UAS to deliver specific, low risk, and

cost effective actionable data to clients. MERC is positioned to help clients avoid the capital

expense and operating risks of establishing their own drone programs and to purchase drone

support in a way which better fits their operations and cost profiles.

MERC 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.

The MERC business model is predicated on identifying requirements, developing the

business case, and demonstrating the Return on Investment (ROI) from UAS for

enterprise clients in a number of industries. We currently have interest in UAS services

from the agriculture industry (Lane P acking ); paper ind ustry (Graphic Packaging); and

leaders in emergency responder training (Guardian Centers).

UAS AND OPERATIONAL DESCRIPTION

M ERC 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 MERC contemplates

operating. In prior, similar exemptions the Secretary has approved every UAS platform

included in the Appendix.

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

limitations on its operations. MERC 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 and those UAS

previously approved by the Secretary when weighing less than 55 pounds including

payload.2. Operations for the purpose of closed

- set motion picture and television filming are not

contemplated.

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.

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. MERC 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. MERC 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. MERC 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 toacquire 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). MERC

will operate flights for the purposes o f training MERC 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

- published

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.

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 serial number, registered in accordance with

14 CFR part 47, and have identi f icati on (N−Number) markings in accordance with

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

23. Documents used by MERC 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 be 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 nonparticipatingpersons

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 property 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.

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 MERC

, 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 authorize 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 analysis 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 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 cabin, 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. MERC 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. Because the

UAS will not carry a pilot or passengers, the proposed operations can achieve the equivalent

level of safety of 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 risks

associated with the operation of the UAS are so diminished from 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 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 MERC

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 toensure 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 Manua l and safety checklists. These actions will provide an

equivalent level of safety.

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 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 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.

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, thelow

- 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 GPS altitude read out, an exemption may be 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. MERC 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 MERC proposes to conduct pursuant to this Petition.

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

MERC ’s proposed operating limitations, ensure that MERC 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.

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 MERC

. 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.

PUBLIC 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

MERC 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 anonymous.

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.FEDERAL REGISTER SUMMARY

Docket No.: No. FAA

- 2015

-

Petitioner: Mercer Engineering Research Center

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: MERC is seeking an exemption to conduct commercial

acquisition of aerial data using unmanned aircraft systems.

Based upon the foregoing, MERC 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,

Daniel P. Murray, LTC, U.S. Army (Ret)

Technical Advisor, Advanced Programs Directorate

Mercer Engineering Research Center

135 Osigian Blvd.

Warner Robins, GA 31088

- 7810



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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

157. 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

- F r a me

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 r175. L e wis 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 k h ee d M a rtin D e s e rt H a wk I I I

178. L o c k h 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 inwing 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. Q1219. Qu a d c opter L L C Mik 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 680

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

253. 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 D262. 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 X5

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 rotor306. Viking 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