SWift Engineering Inc. 

1141 Via Callejon 

San Clemente, California 92673 

Phone: 949-492-6608 x219 

E-mail: astreett@swiftengineering.com 

URL: http://www.swiftengineering.com 

May 20, 2015 

U.S. Department of Transportation 

Docket Management System 

1200 New Jersey Ave., SE 

Washington, DC, 20590 

RE: Exemption Request Under Section 333 of the FAA Modernization and Reform Act of 

2012 and 14 C.F.R. Part 11 

Dear Madam, Sir, 

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 and 14 C.F.R. Part 11, 

Swift Engineering Inc. ("Swift Engineering") seeks an exemption from the Federal Aviation Regulations 

detailed below for the Talon and the X-Blade UAS. The requested UAS all have a maximum gross takeoff 

weight of 25 lbs or less and utilize electric propulsion. The Talon is a commercial airfiame while the 

X-Blade is designed and manufactured by Swift Engineering drawing on the significant experience of Swift 

Engineering in making production grade small unmanned aircraft airframes for the past 14 years along with 

other heritage in building unmanned aircraft. 

The requested exemption would allow Swift Engineering to pursue commercial interests in aerial 

data collection using small unmanned aircraft systems. The systems proposed will be used to conduct 

data gathering for agricultural applications, aerial inspections, mapping, surveying, R&D and product 

demonstrations. The team at Swift Engineering has experience self certifying systems using MIL-HDBK 

516B and has done this for FAA COA's under review or in process for both the Talon and the X-Blade UAS. 

The team at Swift Engineering will continue using this level of experience and professionalism to conduct 

safe commercial operations of sinall UAS. The flight team will operate in accordance with FAA N 8900.227 

and utilize both a Pilot in Command and a ground-based visual observer. Swift Engineering will also utilize 

emergency, lost link, and lost communication procedures previously approved for FAA COA's. These are 

available upon request. All flights under these exemptions will be conducted with the following restrictions: 

1. Flights will be in Class G airspace at no more than 400' AGL. 

2. The UAS will be operated over private property only with the permission of the owner. 

3. The UAS will not be operated over populated areas. 

4. The UAS will not be operated within 5NM of an airport. 

5. Operations will be limited to daytime operations under visual meteorological conditions. 

6. The aircraft will remain within visual line of sight of the observer at no more than 1/2NM range. 

7. A NOTAM will be issued prior to flight operations. 
8. The UAS will have a maximum GTOW of less than 55 lbs. 

9. The aircraft will be U.S. registered and display the N-number. 

10. The PIC and Observer will possess the certifications required under N 8900.227. 

11. No operator or observer will engage in, nor may an operator or observer permit, any activity during a 

critical phase of flight which could distract any operator or observer from the performance of his/her 

duties or interfere in any way with the proper conduct of his/her duties. 

12. The PIC will conduct a pre-fliglit inspection prior to each flight so as to ensure that the UAS and 

associated systems are in a condition for safe operation. 

13. The PIC and observers will maintain two-way communications with each other during all operations; 

if unable to maintain two-way communications, or if any condition occurs that may otherwise cause 

the operation to be unsafe, the operator will immediately conclude the operation. 

14. The aircraft will automatically return to a specific location if the communications link is lost. 

15. All flights will be conducted below 70mph. 

The regulations from which the exemption is requested are as follows. The Appendix contains details of 

the Swift Engineering operations related to showing an equivalent level of safety for these exempt regulations. 

• 14 C.F.R. Part 21, Subpart H 

. 14 C.F.R. §91.203(a) and (b) 

• 14 C.F.R. §45.23(b) 

• 14 C.F.R.§61.23(a) 

• 14 C.F.R. §61.113(a) and (b) 

• 14 C.F.R. §61.133(a) 

• 14 C.F.R. §91.7(a) 

. 14 C.F.R. §91.9 

• 14 C.F.R. §91.109(a) 

. 14 C.F.R. §91.119 

• 14 C.F.R. §91.121 

• 14 C.F.R.§91.151(a) 

• 14 C.F.R. Subpart E (§91.401 - §91.417) 

UAS Overview 

Swift Engineering is submitting this request for exemption for two different UAS; the Talon and the X-Blade. 

Swift Engineering has completed an airworthiness review of the X-Blade and completed all of the necessary 

paperwork (including airworthiness review) for the Talon for a customer operating it under an FAA COA. 

Swift Engineering is proposing using these two airframes to pursue further commercial applications. 

Both of these airframes utilize electric propulsion. The Talon UAS is a fixed wing aircraft with a span of 

67.6", a GTOW of 12 lbs, and uses foam as the primary construction material. The X-Blade is a transition 

aircraft that takes off and lands vertically, while operating as a fixed wing aircraft in flight. It has a span of 

120", a maximum GTOW of 25 lbs, and is a composite construction. In pursuing these applications, Swift 

Engineering will operate within the rules with safety as a top priority. 

Figure 1 below contains images of both airframes. Both aircraft allow for both manual flight through 

an RC transmitter and fully autonomous waypoint following using independent systems. The emergency 
(a) 

~ 

~ 

and lost link procedures have been carefully reviewed by Swift Engineering to allow safe operations. These 

procedures are available upon request. Swift Engineering proposes that small size and weight of the UAS 

included in this request for exemption, flown under the guidelines of N 8900.227 will have an equivalent 

level of safety to manned aircraft performing similar missions. 

(b) 

Figure l: (a) the Talon UAS and (b) the X-Blade UAS 

The name and contact information of the applicant are: 

Swift Engineering Inc. 

Attn: Andrew Streett 

Phone: 949-492-6608 x219 

E-mail: astreett@swiftengineering.com 

Swift Engineering requests exemption under Section 333 to enable safe commercial UAS operations for 

the activities stated. By approving these exemptions the FAA will create benefits to the areas mentioned that 

is ultimately in the public interest. Please contact us if you require additional information or clarification. 

Sincerely, 

Andrew Streett 

Chief Scientist and Principal Investigator 

Swift Engineering Inc. 

1141 Via Callejon, San Clemente, CA 92673 

3 
APPENDIX 

Specific Exemption Requests and Equivalent Level of Safety Showings 

14 C.F.R. Part 21, Subpart H: Airworthiness Certificates 

14 C.F.R. §91.203(a) and (b) - Civil aircraft: Certifications required. 

Section 91.203 requires all civil aircraft to have a certificate of airworthiness. Part 21, Subpart H, entitled 

Airworthiness Certificates, establishes the procedural requirements for the issuance of airworthiness certificates 

as required by FAR §91.203(a). Swift Engineering requests an exemption from these rules and will utilize an 

internal airworthiness process based on MIL-HDBK 516B. 

Such an exemption meets the requirements of an equivalent level of safety under Part 11 and Section 

333 of the Reform Act. The Federal Aviation Act 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 UAS involved. 

14 C.F.R. §45.23(b) - Display of marks; general. 

These regulations provide that each aircraft must display "N" and the aircraft's registration number in 

letters at least 3 inches high. Additionally, the aircraft must display the word "EXPERIMENTAL" in 

letters at least 2 inches high near the entrance to the cabin, cockpit, or pilot station. Given the size of the 

UAS, this requirement is impossible to match. The equivalent level of safety will be achieved by having the 

registered N-number in 1 inch lettering on the side of the fuselage. 

14 C.F.R. §61.23(a) - Medical certificates: Requirement and duration. 

Regulations provide that a person must hold at least a second class medical certificate when exercising: 

• Second-in-command privileges of an airline transport pilot certificate in part 121 of this chapter (other 

than operations specified in paragraph (a)(1)(ii) of this section); or 

• Privileges of a commercial pilot certificate 

Given the size of the UAS in this petition and the limited flight area and the safety features integrated in 

the autopilot Swift Engineering believes that an Equivalent Level of Safety can be reached if the operator 

has a valid drivers license. 

14 C.F.R. §61.113(a) and (b), §61.133 - Private Pilot Privileges and Limitations: Pilot in 

Command; Commercial Pilot Privileges and Limitations 

Subsections (a) and (b) of §61.113 prohibit private pilots from operating aircraft in commercial operations, 

and §61.133(a) requires an individual operating an aircraft for compensation or hire to hold a commercial 

pilot certificate. 

Swift Engineering requests an exemption from 14 C.F.R. §61.113(a) and (b) and 14 C.F.R. §61.133(a) 

so that above mentioned UAS may be operated by individuals who have a private pilot certificate. Based 

upon the design features of the UAS, its autopilot system, and safety factors, the FAA should permit 

operation of UAS by operators with a private pilot certificate when the conditions described above have 

been satisfied. The above-described conditions are in-line with those set forth in Volume 16, Chapter 4, 

Section 1 of FAA Order 8900.1. 

Swift Engineering proposes to conduct operations in accordance with these restrictions. Given these 

conditions and restrictions, an equivalent level of safety will be provided by allowing operation with a 

private pilot certificate. The risks associated with the operation of the proposed UAS (given the size, speed, 

operational capabilities, and lack of combustible fuel) are so much less than the level of risk associated 

with fixed wing and rotorcraft operations, both private and commercial, as contemplated by Part 61, that 

4 
allowing operations of these UAS, as set forth above, meets or exceeds the present level of safety provided 

under 14 C.F.R. §61.113(a) and (b) and §61.133(a). 

14 C.F.R. §91.7(a) - Civil aircraft flight manual, marking, and placard requirements 

This regulation requires that no person may operate a civil aircraft unless it is in airworthy condition. Swift 

Engineering requests that an exemption be granted allowing commercial operation without an airworthiness 

certificate. Given the size of the aircraft and the procedure of utilizing MIL-HDBK 516B, an equivalent 

level of safety will be achieved. 

14 C.F.R. §91.9(b)- Civil aircraft flight manual, marking, and placard requirements. 

This regulation provides that no person may operate an aircraft unless a current, approved flight manual is 

in the aircraft. Swift Engineering assumes that the intent of this requirement is to ensure that flight manual 

information is available to the aircrew while operating the aircraft. Swift Engineering requests an exemption 

to this requirement since the aircraft is not only too small to carry documentation, but the documentation 

would not be available to the crew. 

The equivalent level of safety will be achieved by keeping a hard copy of the manual with the ground 

crew. 

14 C.F.R. §91.109(a) - Flight instruction; Simulated instrument flight and certain flight tests 

Sections 91.109(a) provides that no person may operate a civil aircraft that is being used for flight instruction 

unless that aircraft has fully functioning dual controls. The UAS in this exemption are remotely piloted 

aircraft, and, by design, not equipped with fully functional dual controls. Flight control is accomplished 

through the use of a control box that communicates with the aircraft via radio communications. Utilizing a 

pilot skilled in remote piloting will provide an equivalent level of safety. 

14 C.F.R. §91.119 - Minimum safe altitudes: General. 

The regulation provides that over sparsely populated areas the aircraft cannot be operated closer than 

500 feet to any person, vessel, vehicle, or structure. Since the UAS in this exemption will be operating 

at a maximum of 400 feet AGL, this requirement cannot be followed. To provide an equivalent level of 

safety Swift Engineering will only fly over private property with the permission of the land owner. The land 

owner will be briefed of the expected route of flight and the associated risks to persons and property on 

the ground. We maintain that due to the small size of the Swift Engineering UAS, the hazard to persons, 

vessels, vehicles, and structures is not comparable to manned aircraft and should be considered in granting 

the exemption. Furthermore, Swift Engineering will not operate over congested areas nor over any open air 

assembly of persons. In the event of power unit failure and operating at 400 feet altitude, the PIC will be 

able to conduct an emergency landing without undue hazard to persons or property on the ground. 

14 C.F.R. §91.121 - Altimeter settings. 

The regulation states that aircraft shall maintain cruising altitudes by reference to an altimeter setting 

available within 100 nautical miles of the aircraft. The UAS will fly below 400 feet AGL and will not need to 

maintain hemispherical cruising altitudes in order to de-conflict with other aircraft. To provide an equivalent 

level of safety, the autopilot calculates the reference altitude (ground level) with the on-board GPS during 

the pre-flight tests. The GPS and barometer data are then used to calculate the altitude in-flight. 

14 C.F.R. §91.151(a) - Fuel requirements for flight in VFR conditions. 

The regulation states that no person may begin a flight in an airplane under day-VFR conditions unless 

there is enough fuel to fly to the first point of intended landing and to fly after that for at least 30 minutes. 

As the aireraft in this request are electric-powered, this requirement is inapplicable. An equivalent level of 

safety is achieved through a low battery power warning on the ground station when there is 10 minutes of 

battery power remaining. Since all operations are within 1/2NM of the operator this will allow the aircraft 

to safely land if this warning is active. 

5 
14 C.F.R. Subpart E(§91.401 -§91.417) - Maintenance, Preventive Maintenance, and Alterations 

The regulation provides that the operator is primarily responsible for maintaining the aircraft in an airworthy 

condition, including compliance with part 39 and 43. Paragraphs 91.407 and 91.409 require that the aircraft 

be "approved for return to service by a person authorized under 43.7" after maintenance and inspection. 

Swift Engineering plans to have the PIC perform maintenarice and inspection of the aircraft and "be 

authorized to approve the aircraft for return to service." The PIC will ensure that the aircraft is in an 

airworthy condition prior to flight and conduct detailed inspections after every 10 flight hours. Additionally, 

a checklist will be utilized prior to each launch. The PIC will document work performed in accordance with 

91.417. We feel that due to the size, construction, and simplicity of the aircraft, the PIC can ensure an 

equivalent level of safety.