Allen C. Newland 

PO Box 822 (mailing address) 

Waynesville, NC 28786 

Allen C. Newland 

21 Cougar Trail (physical address no mail) 

Clyde, NC 28721 

(828)593-8321 

Flyguy2010a@yahoo.com 

Date: July 10th, 2015 

U. S. Department of Transportation 

Docket Management System 

1200 New Jersey Ave., SE 

Washington, DC 20590 

RE: Petition of Allen C. Newland for Exemption Pursuant to Section 333 of the FAA Reform 

Act 

Attn: To whom it may concern 

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the Reform Act) 

and 14 C.F.R. Part 11, Allen C. Newland, operator of Small Unmanned Aircraft Systems 

(“sUASs”) equipped to conduct aerial photography and videography, hereby applies for an 

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

of its sUASs, so long as such operations are conducted within and under the conditions outlined 

herein or as may be established by the FAA as required by Section 333.1 

As described more fully below, the requested exemption would permit the operation of small, 

unmanned and relatively inexpensive sUAS under controlled conditions in airspace that is 1) 

limited 2) predetermined and 3) controlled. The proposed exemption, if granted, would allow 

Allen C. Newland to conduct commercial operations of small unmanned aircraft systems 

(“UAS”) meeting or exceeding all of the operational and safety requirements Congress has set 

forth in Section 333. Page 2 

Allen C. Newland plans to exploit the capabilities of Unmanned Aerial Systems to offer a 

multitude of services, including: 

- Aerial surveying 

- Event Photography/Videography 

- Agriculture purposes 

 - Real Estate Photography 

- Aerial filmmaking and photography 

- Construction site inspections and monitoring 
Statutory Authority Section 333, titled “Special Rules for Certain Unmanned Aircraft Systems”, 

provides a mechanism for seeking expedited FAA authorization of safe civil UAS operations in 

the NAS. Section 333(a) states that the FAA “shall determine if certain unmanned aircraft 

systems may operate safely in the national airspace system before completion of the 

(comprehensive) plan and rulemaking required by section 332(b)(1) of this Act or the guidance 

required by section 334 of this Act.” In Section 332(b)(1), Congress made it clear that Section 

333 provides a mechanism for “expedited operation authorization” if several factors are met. 

Petitioner meets all requirements to permit FAA approval of commercial UAS operations. 

The Petitioner Requests Relief From the Following: 

Regulations from which the exemption is requested: 

14 C.F.R. Part 21 

14 C.F.R. 45.23 (b) 

14 C.F.R. 61.113(a) and (b) 

14 C.F.R. 91.7 (a) 

14 C.F.R. 91.9 (b) (2) 

14 C.F.R. 91.109 

14 C.F.R. 91.119 

14 C.F.R. 91.121Page 3 

14 C.F.R. 91.151(a) 

14 C.F.R. 91.203 (a) & (b) 

14 C.F.R. 91.205 (b) 

14 C.F.R. 91.215 

14 C.F.R. (91.401 - 91.417) 

Unmanned Aircraft System sUASs are oftentimes seen as superior to helicopters due to the 

smaller devices cheaper equipment and personnel cost, reduced noise and as such, a much 

smaller environmental impact which promotes public safety. 

We are petitioning for exemption to enable Allen C. Newland to operate a Blade 350QX2 AP 

upgraded to the Version 2 firmware and equipped with a two-axis camera gimbal and using a 

High-Def camera. This sUAS has a built-in capability to limit the height it flies above the ground 

and to limit the radius of the distance it flies from the operator. The Blade also has the failsafe 

function of the autopilot system which means when the communication between the Main 

Controller and the transmitter is disconnected, the outputs of all command sticks from controller 

will go to the center position. If the GPS signal is good enough, the system will automatically 

trigger Return to Home and will land autonomously in a safe controlled manner. 

Please refer to the included Blade 350QX Instruction Manual for the performance limitations and 

flight operations. 

Aircraft weight is 24oz. with battery. The 2 Axis Camera Gimbal and Camera weigh 8oz. Gross 

weight will be 36oz. 
A Pre-flight inspection will be performed by the PIC in accordance with the factory instruction 

manual. An added step will be the inspection of the propellers. A propeller will be replaced if it 

has any nicks and cracks with a manufacturers authorized propeller. 

The sUAS will be maintained in accordance with the manufacturer’s instruction manual and only 

manufacturer's authorized replacement parts will be used. 

FCC Information 

 This Spektrum transmitter used for controlling the sUAS complies with part 15 of the FCC 

rules. Operation is subject to the following two conditions: 

(1) This device may not cause harmful interference, and (2) this device must accept any 

interference received, including interference that may cause undesired operation. 

The Spektrum radio transmitter used for controlling the sUAS is wireless technology which has 

been tested and found to be compliant with the applicable regulations governing a radio 

transmitter in the 2.400GHz to 2.4835GHz frequency range. 

Antenna Separation Distance: 

When operating our Spektrum transmitter, the PIC will maintain a separation distance of at least 

5 cm between his body (excluding fingers, hands, wrists, ankles and feet) and the antenna to 

meet RF exposure safety requirements as determined by FCC regulations. 

Pilot in Command and Observer Qualifications and Duties 

The PIC will maintain at least a Private Pilot Certificate and a current Class III medical 

certificate, plus at least 2 hours flying time and 3 takeoffs and landings within 30 days in the type 

of UAS utilized in operations. 

The PIC will have at least 100 hours total time and at least 30 hours flying Radio Controlled 

Model Aircraft of which will be 10 hours flying sUAS's. 

Training will be conducted at a local Radio Control Club flying field sanctioned and operated 

according to AMA guidelines. Allen C. Newland has the ability to provide "dual controls" 

utilizing two Spektrum transmitters with a wired link between the transmitters. One transmitter is 

designated the master transmitter and the other transmitter is designated as a slave. The PIC 

instructor, utilizing the master transmitter, will at all times, be able to assume control of the 

sUAS during all training operations if needed. 

The PIC is responsible for the safe and efficient operation of the aircraft. Specific duties include 

all preflight preparation, in flight operation, post flight requirements, all procedures including but

not limited to: 

 Safe in flight operations 

 Risk Mitigation to Persons and property 

 Airfield Suitability 

The Observer must have the visual acuity to observe the sUAV and be able to communicate 

clearly with the PIC. 

The Observers duties are; 

a) warning the PIC of any impending obstacles in the flight path of the sUAS. 
b) warning the PIC of any deviations in the planned flight path of the sUAS. 

c) warning the PIC should any unauthorized personnel appear in the area of the planned 

flight. 

d) The Observer will have the authority to order the PIC to terminate the flight should he 

feel the flight cannot be conducted safely. 

General Operating Standards 

• Allen C. Newland will only operate its sUAS in line of sight of a pilot and observer and will 

operate at sites that are a 'sufficient distance' from populated areas. Such operations will insure 

that the sUAS will "not create a hazard to users of the national airspace system or the public." 

• Before an operation of a sUAV within 5NM of an airport with a control tower, the control 

tower will be called to gain permission to operate the sUAS. The PIC will give the position, 

altitude and the times the sUAV will be operated. The sUAS will not be operated at an altitude of 

over 150 feet AGL. Weather minimums will be 3 miles visibility and a 1000 foot ceiling. 

Before an operation of a sUAS within 5NM of a non-tower controlled, airport operators will be 

notified and the PIC will give the right of way to avoid flying in the proximity of full-scale 

aircraft. At no time will the sUAV be operated within the final approach course and the takeoff 

course of any runway. The sUAV will not be operated at an altitude of over 150 feet AGL. 

Weather minimums will be 3 miles visibility and a 1000 foot ceiling. 

• Maximum flight time for each operational flight will be 30 minutes. 

• Flights will be terminated at 25% battery power reserve should that occur prior to the 30 minute 

limit. 

• The sUAV will be programmed so that it will not be operated at an altitude of no more than 

400 feet AGL, and not more than 200 feet above an elevated platform from which filming is 

planned. 

• Minimum crew for each operation will consist of the sUAS Pilot, and Visual Observer. 

• The sUAV operated by the petitioner weighs less than 55 pounds, including the 

payload (i.e. camera, lens, and gimbals). 

• The sUAV will operate at speeds of no more than 25 knots, can hover, and can simultaneously 

move vertically and horizontally. 

• Given the small size of the sUAV and the restricted sterile environment within which they will 

operate, our sUAV operations adhere to the Reform Act's safety requirements. 
The UAS, powered by batteries, is smaller, lighter and more maneuverable than larger aircraft 

running on combustible fuel, it operates at lower altitudes with no people on board and will 

thereby reduce current risk levels and thereby enhance safety and diminish the likelihood of 

death or serious bodily injury. With a small payload and maximum flight time of only 20 

minutes, this is offers little or no risk to national security. 

Low level oblique photos and video from several angles are far more effective than ground based 

imagery for displaying the characteristics of large, complex properties with several buildings and 

large trees. The applicants in the past have chartered 2-seat full-sized helicopters for this 

purpose, which has proven more costly than many potential clients have been able to afford. The 

benefits of reduced cost and improved quality of presentation from the UA will be valuable to 

and benefit many buyers and sellers of real property. 

Additionally, we request that we be allowed to use our system to benefit first responders nearby 

who might require assistance, including fire fighters, the police, the sheriff, et al., while 

remaining subject to all limitations cited in this application as we do so. 

 (a) No flight will be made with a Gross weight exceeding 55 pounds; 

(b) All operations must occur in FAA Class G airspace at no more than 400 ft AGL, at an 

airspeed of no more than 25 knots and no further than 3/4 NM from the PIC; 

(c) All operations must utilize a visual observer (VO). The VO and PIC must be able to 

communicate by voice at all times during a flight operation; 

(d) Operations will be restricted to flights over private property with the permission of the 

property owner; 

(e) All required permits will be obtained from state and local government prior to operation; 

(f) will not be operated over densely populated areas; 

(g) will not be operating over any open-air assembly of people; 

(h) will not be operating over heavily trafficked roads; 

(i) will not be operating at night. 

EXEMPTION REQUESTS AND EQUIVALENT LEVEL OF SAFETY 

Allen C. Newland requests an exemption from the following regulations as well as any 

additional regulations that may technically apply to the operation of the sUAV System: 

14 CFR Part 21, Airworthiness Certificates 

This part establishes the procedures for the issuance of an airworthiness certificate. While the 

FAA continues to work to develop airworthiness standards for Unmanned Aerial Systems, we 

request an experimental certificate be issued for the Blade 350QX2 under either or 
both of the following provisions: 

21.191 Experimental certificates. Experimental certificates are issued for the following purposes: 

(a) Research and development. Testing new aircraft design concepts, new aircraft equipment, 

new aircraft installations, new aircraft operating techniques, or new uses for aircraft. 

(b) Showing compliance with regulations. Conducting flight tests and other operations to 

show compliance with the airworthiness regulations including flights to show compliance for 

issuance of type and supplemental type certificates, flights to substantiate major design 

changes, and flights to show compliance with the function and reliability requirements of the 

regulations. Since the experimental certificate can be used for commercial purposes such as 

market surveys, sales demonstrations, and customer crew training, we would expect that an 

experimental certificate would permit our commercial purpose as well. The aircraft will not carry 

persons or property, will not carry fuel, and will only fly under strict operational requirements. 

Combined with the UA's light weight, being constructed primarily of carbon fiber and plastic, we 

propose that the UA will be at least as safe, if not safer, than a conventionally certificated 

aircraft performing the same mission. If an experimental airworthiness certificate is not 

appropriate for this application, then we request an exemption of 14 CFR Part 21, Subpart H, 

and the requirement for an airworthiness certificate in general, citing the equivalent level of 

safety outlined in the previous paragraph. 

14 CFR 45.23 Display of marks; general and 45.29 Size of marks. 

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. The sUAV does not have an entrance in which the word "EXPERIMENTAL" can 

be placed, and may not have a registration number assigned to it by the FAA. We propose to 

achieve an equivalent level of safety by including the word "EXPERIMENTAL" in the placard 

on the top of the aircraft, as shown above, where the PIC (Pilot In Control), VO (Visual 

Observer) and others in the vicinity of the aircraft while it is preparing for launch will be able to 

see the designation. Additionally, we feel that the permanent placard discussed in the previous 

paragraph will provide the aircraft's registration information at the ground station. Finally, we 

will display at the ground station a high contrast flag or banner that contains the words 

"Unmanned Aircraft Ground Station" in letters 3 inches high or greater. Since the aircraft will 

operate within 3/4 NM of the ground station, the banner should be visible to anyone that 

observes the aircraft and chooses to investigate its point of origin. 

14 CFR 61.113 Private pilot privileges and limitations: Pilot in Command and 61.133 

Commercial pilot privileges and limitations. 

The regulation provides that no person that holds a Private Pilot certificate may act as pilot in 

Command of an aircraft for compensation or hire. Subparagraph (b) allows a private pilot to act 

as pilot in command of an aircraft in connection with any business or employment if: (1) The 

flight is only incidental to that business or employment; and (2) The aircraft does not carry 

passengers or property for compensation or hire. Our proposed operations require that the PIC 

must hold at least a Private Pilot Certificate with a Class III Medical issued by the FAA and 

since the aircraft cannot carry passengers or property, we feel we meet the intent of 61.113 

Subparagraph (b) even though the intent of this application is to conduct a business. 
14 CFR 91.7 Prohibits the Operation of an aircraft without an airworthiness certificate. As 

no such certificate will be applicable in the form contemplated by the FARs, this Regulation is 

inapplicable. 

14 CFR 91.9 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. We assume that the intent of this requirement is to ensure that flight 

manual information is available to the aircrew while operating the aircraft. We request an 

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

documentation would not be available to the crew during flight operations. To obtain an 

equivalent level of safety and meet the intent of 91.9, we propose that a current, approved sUAS 

Flight Manual must be available to the crew at the ground station anytime the aircraft is in, or 

preparing for, flight. 

14 CFR 91.109 Flight Instruction; Simulated instrument flight and certain flight tests 

The regulation states that "No person may operate a civil aircraft that is being used for flight 

instruction unless that aircraft has fully functioning dual controls." Training will be conducted at 

a local Radio Control Club flying field sanctioned and operated according to AMA guidelines. 

Allen C. Newland has the ability to provide "dual controls" utilizing two Spektrum transmitters 

with a wired link between the transmitters. One transmitter is designated the master transmitter 

and the other transmitter is designated as a slave. The PIC instructor, utilizing the master 

transmitter, will at all times, be able assume control of the sUAS during all training operations. 

91.119 Minimum safe altitudes: 

 General. The regulation states that over sparsely populated areas the aircraft cannot be operated 

closer than 500 feet to any person, vessel, vehicle, or structure. Since the typical mission of the 

sUAS would be photography or survey of persons, vessels, vehicles or structures it would be 

necessary to operate closer than 500 feet to the items listed. Operations will only be flown over 

property or persons where permission has been obtained and careful pre-planned flight path has 

been performed. The aircraft will be operated at a low altitude allowing, if a power unit fails, an 

emergency landing without undue hazard to persons or property on the surface. Therefore we 

maintain that due to the small size of the UAS, the hazard to persons, vehicles and structures is 

minimal compared to manned aircraft, which should be considered in granting the exemption. 

CFR 91.121 Altimeter settings. 

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

setting available within 100 NM of the aircraft. The sUAS will always fly below 400 feet AGL 

and will not need to maintain cruising altitudes in order to prevent conflict with other aircraft. An 

Above Ground Level altimeter measurement above the takeoff point is transmitted via radio 

from the sUAS on-board computer to the display screen held by the PIC, providing a constantly 

updated AGL readout. 

14 CFR 91.151 Fuel requirements for flight in VFR conditions. 

The regulation provides 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. We feel the intention of this paragraph is to provide an energy 
reserve as a safety buffer for delays to landing. The sUAV is battery operated and the maximum 

duration of flight from a single battery charge is 12 minutes with a 20% reserve. Since the 

aircraft will never fly more than 3/4 NM from the point of intended landing, a full battery charge 

at launch will ensure that we meet the reserve energy requirement of this paragraph. We 

request an exemption to the word "fuel" and ask for an equivalent interpretation with the word 

"energy". 

14 CFR 91.203(a) & (b) Civil aircraft: Certifications required. 

The regulation provides that an airworthiness certificate, with the registration number assigned 

to the aircraft and a registration certificate must be aboard the aircraft. Additionally, 

subparagraph (b) provides that the airworthiness certificate be "displayed at the cabin or cockpit 

entrance so that it is legible to passengers or crew." At a maximum gross weight of 5.3 pounds, 

the sUAS is too small to carry documentation, does not have an entrance, and is not capable of 

carrying passengers or crew. To obtain an equivalent level of safety and meet the intent of 

91.203, we propose that documents deemed appropriate for this aircraft by the FAA will be with 

the crew at the ground control station and available for inspection upon request. In order to 

identify the aircraft, we propose that the information found on airworthiness and registration 

certificates be permanently affixed to the aircraft via placard containing the following 

information plus the word "EXPERIMENTAL" to satisfy the requirement of 14 CFR 45.23. 

14 CFR Subpart E (91.401- 91.417)- Maintenance, Preventive Maintenance, 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. It is our intention that the PIC perform maintenance 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 every flight and in addition 

conduct detailed inspections after every two hours of flight. Maintenance performed by the PIC 

is limited to repairing small cracks, replacing a propeller, checking electrical connections and 

updating software and firmware for the on-board computer. All other maintenance will be 

performed by the manufacturer or their designated repair facility. 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. 

Safety and Benefits of the UAS 

Allen C. Newland will be using the UAS in a variety of applications that generally require 

expensive full-size manned aircraft to complete. Small, light, unmanned aerial vehicles offer 

myriad benefits over the use of full-sized manned aircraft for electric power line inspection, 

oil/gas pipeline inspection, advanced agriculture, film and still photography, just to name a few. 

Replacing significantly larger manned aircraft carrying crew and flammable fuel with small UAS 

carrying no passengers or crew creates a much greater margin of safety for the pilots and crew. 

By granting Allen C. Newland‘s requested exemptions, the FAA will help drive 

development of safe and successful commercial UAS operations and will advance the public 

knowledge base for such operations. Allen C. Newland is committed to promoting the UAS 

research efforts of policymakers including the FAA, NASA, DOD and DARPA by sharing data 
from its commercial UAS operations and serving as a resource for future UAS research 

operations. Thus, the FAA has good cause to grant this Petition. 

Conclusion 

As pointed out in this application, all the SUAs which we would use, under 

authorization by the US DOT-FAA, are small, light-weight devices operated within the line of 

sight of the Pilot-in-Command (PIC), less than 400 feet above the ground and outside 5 miles 

from any airport, heliport, seaplane base, spaceport, or other location with aviation activities, 

unless the air traffic control authorities (ATC) have been notified and have authorized each flight 

within a radius of this distance. 

All our SUAs have proven capability for controlled flight. They are devices offered for general 

sale on the market around the world and have often been used as Model Aircraft in the USA. 

We are certain that the studies conducted until now by the FAA, about Section 332, Public Law 

112-95, 2014, have already provided you with the assurances on the airworthiness of SUAs 

such as ours. 

For the foregoing reasons, the exemptions requested herein should be granted and Allen C. 

Newland should be permitted to conduct small UAS operations in accordance with its 

manuals and all other operating parameters deemed necessary and appropriate by the FAA. 

The submission of this application and its contents is the best demonstration that indeed it is 

possible to pursue the authorization process so that some SUAs may be used for legitimate 

commercial activities and under reasonably safe conditions. 

Signed 

Allen C. Newland