Electronic Submission

March 9, 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, Sky High Imaging, LLC (herein referred to as SHI) 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.

Commercial operation of an UAS, as described herein, which are equipped with camera(s) and 

sensors, would provide professional services in the following areas:

1. Aerial photography and/or video for public and/or private use including real estate, 

architecture, land surveying, engineering and other related professional activities.

2. Aerial video and/or photography for public and/or private use including television, public 

events, cinematography and newsgathering.

3. Aerial inspection/photography of residential/commercial structures under contract with 

owners or local government authority.

4. Aerial inspection/photography of residential/commercial utility infrastructure including 

but not limited to electrical power lines, wind turbines and cell towers.

5. Aerial video/photography or providing live video feed to assist with search and rescue 

operations in cases of an emergency or natural disaster only when the local authorities or 

government has requested it by contract or donation.

6. Training to persons individually or belonging to both private and/or public organizations 

to increase awareness and improve safety for current and future UAS operations within the NAS.

As detailed in this document and the attached Appendix of UAS, the requested exemption would 

permit the operation of UAS under controlled conditions 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:

Robert Moore d/b/a Sky High Imaging, LLC

Robert Moore

Owner/Operator

9668 Lower Valley Pike

Medway, OH 45341

Tel: 937-543-8374

Email: SkyHighImagingLLC@gmail.com

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

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 SHI

The applicant, Robert Moore, holds a private pilot license with an instrument rating and is 

currently completing his commercial requirements. He has over 150 hours of fixed wing time. 

Mr. Moore has owned and operated sUAS platforms for the past three years and has operated 

them for hobby without incident during this period. Robert has an in-depth understanding of the 

capabilities and safety concerns involved in using this technology as an asset to the community. 

Satisfaction of criteria provided in Section 333 of the Reform Act of 2012 provide more than 

adequate justification for the grant of the requested exemptions allowing the commercial 

operation of the applicant’s UAS.

UAS AND OPERATIONAL DESCRIPTION

SHI 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 SHI contemplates operating. 

As the operator of these aircraft, SHI is committed to the following conditions and limitations on 

its operations. SHI 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. SHI 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. SHI 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 Private Pilot License, 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. SHI 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 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). SHI will operate flights 

for the purposes of training SHI 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 predetermined 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 identification (N−Number) markings in accordance with 14 CFR part 45, 

Subpart C. Markings will be as large as practicable.

23. Documents used by SHI 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 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 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 SHI, 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. SHI 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 SHI 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 91.109: 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-toairmen.

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 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. SHI 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 SHI proposes 

to conduct pursuant to this Petition.

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

operating limitations, ensure that SHI 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 SHI. 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

SHI 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: SHI

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: SHI is seeking an exemption to conduct commercial acquisition of 

aerial data using unmanned aircraft systems.

Based upon the foregoing, SHI 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,

Robert Moore

Owner-Operator

Sky High Imaging, LLC

9668 Lower Valley Pike

Medway, OH 45341

Appendix 1

1. 2AgEagle

2. 3D Robotics Aero-M

3. 3D Robotics Iris

4. 3D Robotics Iris+

5. 3D Robotics X8

6. 3DRobotics Fixed Wing

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 system
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 system

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 Aibot

43. Aibotix X-6

44. Air Rover AR-3000

45. AirCover QR-425s

46. AirRobot AR 180

47. AirRobot AR 100

48. AirRobot AR200

49. Air-X

50. Align M690

51. Altavian Nova

52. Altavian Nova F6500

53. Altavian Nova R8400

54. Altus X-4

55. Altus X-8

56. American Drones, LLC Eagle

57. Apprentice

58. Arch Aerial OCTO multi-rotor UAS

59. Arris hexacoper

60. AR-960 Hex Rotor

61. AR-540 Quad Rotor

62. ARF-MikroKopter OktoXL

63. ARF-MikroKopter OktoXL +

64. ArrowLite

65. AscTec Falcon
66. AscTec Falcon 8

67. Astraeus Aerial Cinema System V.3CS

68. Atlantic RC Aircraft LC04

69. Auburn Trimble UX5

70. Auburn War Eagle

71. Auburn EasyStar

72. Auburn

73. AV44

74. Bixler 3DR Plane

75. Blade 350QX

76. Bixler 2

77. Boomerang Carbon Fiber Frame (The Identified System)

78. Bormatec Maja UAV

79. BOSH Technologies Super Swiper

80. Bumblebee-S

81. C-Astral Bramor gEO

82. CarbonCore Octocopter 1000

83. Carbon Core Cortex Quadcopter

84. CCO w/Wkm M

85. Chameleon Pro

86. CinesStar

87. Cinestar 6

88. Cinestar X8

89. Cinestar 8

90. Cinestar 8 HL

91. Cinestar 8 Okto XL

92. Coaxial Quad Multirotor VAO1-V1

93. Coaxial Quad Multirotor VAO2-V2

94. CopelandRED LLC Delta Wing Aircraft

95. CyberQuad Maxi

96. DJI Flame Wheel F450

97. DJI Flame Wheel F550

98. DAx8

99. DJI Inspire

100. DJI Inspire 1

101. DJI Inspire 2

102. DJI M P330z

103. DJI Phantom

104. DJI Phantom 1

105. DJI Phantom 2

106. DJI Phantom 2+

107. DJI Phantom 2 Vision

108. DJI Phantom 2 Vision+

109. DJI Phantom Vision +

110. DJI Phantom 3

111.5 DJI Phantom 4
111. DJI Phantom FC40

112. DJI Spreading Wings S900

113. DJI Spreading Wings S1000

114. DJI Spreading Wings S1000+

115. DJI S800

116. DJI S800 EVO

117. DJI T600

118. Draganflyer Guardian

119. Draganflyer X4ES

120. Draganflyer X4P

121. Draganflyer X6

123. DT-18

124. DYS D800-X8

125. Eagle VTOL

126. Eagle V2

127. E-Flite Apprentice

128. Event 38 E384 

129. F-450

130. Falcon VTOL

131. Fire Fly 6

132. First Aerial Responder UAV

133. Flame Wheel G4 7.8 Skycrane

134. Flying-Cam 3.0 SARAH

135. Foxtech Kraken 130 V2

136. FreeFly Systems ALTA RTF

137. FreeFly Systems Octocopter Airframe (Legacy)

138. G4

139. G4 models

140. GeoStar

141. GerMAP G220

142. GerMAP G180

143. goFarm GF-1

144. Gryphon Dynamics X8

145. GT80X

146. Harris 18 HL

147. HEFF

148. Helicopters West DJI Inspire

149. Helicopters West SkyJib 8

150. Helios 960

151. Hawkeye Mk-III

152. HexaCrafter HC-1100 85.

153. HexaCrafter HO-1250

154. HH Blade 350QX2 AP

155. Hobbyking “Bixler” Fixed Wing Trainer

156. HoneyComb AgDrone

157. Horizon Hobby Blade 350 Qx2 quadcopter
158. Hoverfly LiveSky, BigSky 60 and H-Frame

159. Hubsan X4 micro drone

160. HVP 14301 Multi Rotor

161. Identified System

162. IMT Global xFold Cinema

163. Indago

164. InovalDrone:Inova One

165. InstantEye Mk-2

166. InstantEye Mk-2 Gen2

167. Intuitive Aerial Aeragon

168. K130 Octocopter

169. KongCopter X8

170. Kopterworx Hammer X12

171. Latitude HQ-4 Hybrid Multirotor

172. LB700

173. Leading Edge Precision Vision 10

174. Leptron Avenger

 175. Lewis Realty Associates Hexacopter 650

 176. Liberty 1

 177. Lockheed Martin Desert Hawk III

 178. Lockheed Martin Indago

 179. Matrix quad copter

 180. MaxFlight 

 181. MD4-200 

 182. MD4-1000

 183. Mikrokopter 2.5

 184. MLB Company Super Bat

 185. MU-1H

 186. Multirotor G4 7.8 Skycrane

 187. Nighthawk

 188. Nighthawk VTOL

 189. OktoXL 6S12

 190. PAG X4

 191. Parksone Radian RTF

 192. Parrot Bebop drone

 193. Parrot PF 725100 Bebop Drone 14MP

 194. Parrot Skycontroller

 195. Patriot X4

 196. Patriot X8

 197. Finwing Penguin V2

 198. Birdseyeview FireFly 6

 199. Phoenix

 200. Phoenix VTOL

 201. Phoenix 60

 202. Phoenix 60LE

 203. Pixhawk
 204. Precision Drone Pacesetter

 205. PrecisionHawk

 206. PrecisionHawk Hawkeye Mk-III

 207. PrecisionHawk Lancaster

 208. Precision Lancaster MK3

 209. Prioria Hex

 210. Prioria’s Maveric

 211. Pulse Aerospace, PA 01 Vapor

 212. Pulse Aerospace Pulse Vapor 35

 213. Pulse Vapor

 214. Puma AE DDL

 215. PV 14817 Multi Rotor

 216. PV HL1

 217. PV HL2

 218. Q1

 219. Quadcopter LLC MikroKopter

 220. Quiet UAV

 221. Qube

 222. R/C Rotors and Aerial Media: Matrix Prof. Multi Rotor Frame & Octo Heavy Lift Prof. 

 Multi Rotor

 223. Frame Ronin Edition Microdrones:MD4-1000

 224. RCTimer Hexacopter

 225. RDASS

 226. REHawk 500

 227. REHawk 680

 228. RF-70

 229. Riegl RiCopter

 230. RITEWING Z3 Spade 47”

 231. Ritewing Drake 60”

 232. RITEWING Z3 Spade 70”

 233. RITEWING Z4 Spade 52”

 234. RMAX

 235. Roboflight

 236. Rotomotion SR-15

 237. RV Jet

 238. Scout X4

 239. SD02

 240. Seahawk 1.2

 241. SelectTech Geospacial’s EH-4

 242. SenseFly eBee

 243. SenseFly eBee RTK

 244. SenseFly eXom

 245. Sensurion Magpie MP-1

 246. Service-Drone Recon One

 247. Service-Drone Blackbird

 248. SH900
 249. ShadowHawk

 250. Shrike

 251. Sirius

 252. SkyCatch

 253. SkyJib 8 v.2 Heavy Lifter

 254. SkyPhilly MI

 255. Skywalker Aero

 256. Skywalker Flying Wing X8

 257. SnapRoll Media SUAS

 258. Solutions Phoenix 30

 259. SteadiDrone

 260. Steadidrone Quad

 261. Steadydrone QU4D

 262. Steadidrone Mavik

 263. SuperX/P2 Multirotor

 264. Swift Radioplanes Lynx

 265. Tali 500

 266. Talon 120LE

 267. Tarot FY690S Hexacopter

 268. Tarot quadcopter

 269. Tarot 680pro

 270. Tarot 690

 271. Tarot 900

 272. Tarot 960

 273. Tarot T-15 

 274. Tarot T15 C/F Folding Octocopter

 275. Tarot T18 UAV

 276. Tarot T690

 277. Tarot T810

 278. Tarot T960

 279. Tarsier Systems MoAC

 280. Tayzu Robotics Titan X8

 281. TBS Discovery Pro

 282. Team Black Sheep Discovery Pro Tarot T15

 283. T-Rex 700E F3C

 284. TREX 800E DFC PRO

 285. Trimble UX5

 286. Trimble UX5 hp

 287. Trimble ZX5

 288. Turningy Talon 500 

 289. TUPX8-800

 290. Turbo Ace CINEWING 6

 291. TurboAce Matrix-G quadcopter

 292. Turbo Ace matrix-E

 293. Turbo Ace MATRIX-1

 294. UAV Solutions Phoenix 60
 295. Universeye Penguin

 296. Unmanned Flying Rolling Orb “UFRO”

 297. US2 GreenHawk

 298. UtiliCopter ITX8

 299. VA03-V1

300. VA04-v1

301. VA07-v1

302. Viking UAS Multicopter (VTOL)

303. Viking UAS FF-X4/X8

304. VK-Patriot X4/X8

305. Viking UAS Patriot X4/X8 Multirotor

 306. Viking UAS X6 Model 800

 307. Viking UAS Viking ONE

 308. VK-450

 309. Viking Unmanned Aerial Systems, LLC AgriView VK Ranger EX

 310. Viking VK-FF-X4

 311. VK- Ranger EX- SAR Fixed Wing UAS

 312. Volantex Raptor Tarot T-18

 313. Volt Aerial Robotics Octane

 314. Vulcan frame controlled by a DJI A2 flight controller

 315. Vulcan Mantis

 316. Vulcan Octocopter

 317. Vulcan Raven

 318. Vulcan UAV

 319. Walkera TALI H500

 320. Walkera Scout X4

 321. Wookong DJI 5800

 322. xCel Drones XD550CDR

 323. XFold Rig with four configurations: Quadcopter, Hexcopter, Octocopter and x12 Copter

 324. X8-M