U.S. Department of Transportation 

Docket Management System 

1200 New Jersey Avenue, SE 

Washington, D.C. 20590

Boyd W. Pierce dba Vertical Solutions

408 Carson Ave. 

Clovis, CA 93611

RE: Exemption Request Section 333 of the FAA Reform Act of the Federal Aviation 

Regulations from 14 CFR 91.7(a);91.119 (c); 91.121; 91.151 (a)(1); 91.405(a); 91.407(a)(1); 

91.409(a)(1)and (2); 91.417(a)&(b)

The petition is submitted by Boyd W. Pierce, DBA, Vertical Solutions, who will hereafter be 

referred to as the “petitioner”. The majority of this request for exemption will be based on prior 

Exemption No. 11138 issued to Mr. Douglas Trudeau, Realtor, issued by the Federal Aviation 

Administration on January 6, 2015, Regulatory Docket No. FAA-2014-0481. My request for 

exemption will utilize the same make and model of UAS. I plan to perform the same type of 

operations, with certain additions to be specified, as requested in Exemption No. 11138. 

It is the request of the petitioner for exemptions listed above in order to legally and safely 

operate the DJI Phantom 2 Vision + UAS, in the National Airspace System, for the purpose of 

Unmanned Aerial Photography and Videography for the real estate, construction, and utilities 

industries for commercial gain and enhancement of Public awareness of UAS operation, and 

finally enhanced safety for both the General Public and Flight Crews. 

The petitioner, Boyd W. Pierce, is an FAA certificated Airframe and Power Plant Mechanic 

and holds an Inspection Authorization. The petitioner has over 40 years in Aviation 

Maintenance has been the Director of Maintenance for a Part 135 Air Taxi Operation for the last 

22 years and has no violations.

It is the petitioners position that the operations for which exemption is requested are safer and 

more cost effective than using manned aircraft, and for those reasons are in the Public Interest; 

and would be of benefit in identifying areas of operation that may need additional oversight as 

well as raising public awareness and interest in this rapidly growing facet of aviation. (Reference 

Exemption No. 11138) 

The petitioner will outline in this document: 

1. Request for exemptions by Part and Subpart 

2. Petitioners protocols and procedures for operations 

3. Request for relief from Airport Proximity Limitation 

4. The Unmanned Aircraft System (UAS) 

5. The Public Interest 
1. REQUESTS FOR EXEMPTION BY PART AND 

SUBPART 

14 CFR 91.7(A) 

Prohibits the operation of an aircraft without an airworthiness certificate. Petitioner requests 

exemption based on previous Exemption No. 11138. The FAA has ruled that this make and 

model of aircraft (UAS) does not require an airworthiness certificate. 

14 CFR 91.119(C) 

States that no person may operate an aircraft below the following altitudes: over other than 

congested areas, an altitude of 500 feet above the surface, except over open water or sparsely 

populated areas. In those cases, the aircraft may not be operated closer than 500 feet to any 

person, vessel, vehicle, or structure. 

The petitioner will not operate any UAS over an altitude of 300 AGL without local authority 

knowledge or approval. The majority of the operations proposed will operate around 100 to 150 

feet AGL as this usually provides the best angle of capture for the type of photography and 

videography operations proposed. 

The UAS utilized for this exemption is of exceptionally light weight and is not capable of speeds 

over 30 knots. The UAS is equipped with GPS guided auto pilot with a return home function in 

case loss of control by the PIC and is powered by sealed batteries thereby reducing the chance 

of post impact fire to nearly zero. 

There will be cases when the 500 foot to property will need to be exempted. (Example: Aerial 

Video of a 2 story home roof to determine and/or document extent of storm damage.) In this 

type of operation every assurance will be made to keep persons outside of a reasonable, safe, 

clear area of operations and will only be conducted with the express permission of the property 

owner. See protocols and procedures section. 

The petitioner will implement procedures and policies to ensure that any person in the general 

vicinity of operations will be aware of such operations and ensure that all non-essential 

personnel are cleared of the area of operations. See Protocols and procedures Section 3. 

The petitioner therefore requests relief in part from 14 CFR 91.119(C) 

14 CFR 91.121 

Altimeter Settings. 

The petitioner requests relief from 91.121 for the following reason. The UAS is equipped with 

GPS derived altitude capability, however due to the limited altitude requested in this exemption, 

the FAA has previously granted Exemption for these types of operations. Reference Exemption 

No. 11138 
14 CFR 91.151(a) 

No person may begin a flight in an airplane under VFR conditions unless (considering wind and 

forecast weather conditions) unless there is enough fuel to fly to the first point of intended 

landing and, assuming normal cruise speeds 

(a)(1)During the day to fly for at least 30 minutes. 

The petitioner requests relief from 91.151(a) due to the fact that the UAS is equipped with a 

battery and percentage indicator system. The UAS has a flight capability on full charge of 

approximately 20 to 25 minutes depending on camera usage and other variables. The petitioner 

has established that the maximum flight will be 10 minutes on a fully charged battery. This 

constitutes landing with approximately 50 percent fuel remaining. The petitioner believes that 

this follows the spirit and intent of the rule with a great margin of safety. 

No UAS operations will be conducted at night, as defined by Federal Aviation Regulations. 

14 CFR 91.405(a) 

Maintenance required; 

The petitioner requests relief in part from 91.405(a)(1) based on the Protocols and Procedures 

Section on Maintenance and Maintenance Records. Also reference Exemption No. 11138 

14 CFR 91.407(a)(1) 

Operation after maintenance, preventive maintenance, rebuilding, or alteration; 

The petitioner requests relief from 91.407(a)(1) based on the Protocols and Procedures Section

on Maintenance, Return to service after maintenance, and Maintenance records. Reference 

Exemption No. 11138 

14 CFR 91.409(a)(1)(2) 

Inspections; 

The petitioner requests relief from 91.409(a)(1)(2) based on the Protocols and Procedures 

Section on Inspections. Reference Exemption No. 11138 

14 CFR 91.417(a)(b) 

Maintenance records; 

The petitioner requests relief from 91.417(a)(b) based on the Protocols and Procedures Section 

on Maintenance records. 
2. Protocols and Procedures for UAS operations. 

A. Preflight 

B. Area Security 

C. Limitations of Operations 

D. Airworthiness 

E. Maintenance and Records 

F. Pilot in Command Requirements 

G. Visual Observer and Requirements 

H. Reporting of Incidents and Accidents 

A. Preflight Inspection of UAS 

(1). Preflight of Unmanned Aerial System will follow the instructions on in the DJI instruction and 

User Manual. The Pilot in Command will certify that a preflight inspection has been 

accomplished with the date and time and signature in UAS logbook. The preflight shall include 

the aircraft, transmitter, and batteries, motors, rotors, landing gear, and camera and gimbal 

mount. As a part of the preflight the Pilot in Command will assure that weather conditions, 

batteries, area security, and any other information essential to safe operation has been 

obtained. 

B. Area Security 

(1). The PIC of the UAS will ensure that the operational area for the purposes of UAS flight shall 

be cleared of all nonessential persons at all times the UAS is in flight. Additionally all 

nonessential persons shall be required to remain clear of the operations area by a minimum 

distance of 150 feet during operations. PIC shall ensure that clearly marked signs are posted at 

all ingress\egress points to the operations areas. These signs will be of white background with 

red lettering stating the following: “Unmanned aircraft operations underway. Please remain 

clear of this area during operations.” 

(2). In the event of a breach of nonessential persons into the operations area during flight of 

UAS, the PIC shall immediately terminate flight operations until such time as the area can be 

cleared of such persons. 

(3). The UAS area of operation is defined as the Horizontal flight path(s) of the UAS as well as 

the Vertical flight path and Maximum altitude to be reached. Additionally the area between the 

UAS’s current position and its Home location is also considered operational area as it will 

proceed direct to its home location in the eventual of loss of ground control. 

All nonessential persons will not be allowed within 150 feet of any part of the operational 

area during flight operations. 

C. Limitations of Operations 

(1) The UAS shall be operated in Day time only, as defined by 14 CFR 

(2) UAS night operations are prohibited. 
(3) The UAS shall be operated by VLOS at all times 

(4) When a Visual Observer is utilized they must maintain VLOS. 

(5) The UAS shall remain within 1000ft horizontal distance of the PIC. 

(6) The UAS to be utilized is the DJI Phantom 2 Vision + Unmanned Aircraft System. 

(7) The UAS will have an altitude restriction of 300ft AGL. 

(8) The UAS will not be operated at a speed exceeding 30 Knots. 

(9) Operations Documents will be accessible to the PIC at all times and must be accessible during 

UAS operations and made available to the Administrator upon request. 

(10) PIC must inspect and ensure that UAS and ground control station is in airworthy condition 

prior to each operation; if determined un-airworthy, all operations will be suspended until such 

time as necessary maintenance has been performed and UAS is determined to be in a safe 

condition for flight. 

(11) An operational flight test is required after any maintenance or alterations that may affect 

UAS operation or flight. 

(12) UAS maintenance must follow Manufactures aircraft/component, maintenance, overhaul, 

and replacement, inspection, and life limit requirements. 

(13) The operator must carry out its maintenance, inspections, and record keeping 

requirements, in accordance with the operating documents. Maintenance and inspection, and 

alterations must be noted in the aircraft records, including total flight hours, description of work 

performed, and the signature of the authorized person returning UAS to service. 

(14) UAS must comply with all Manufacturers’ Safety Bulletins. 

(15) An authorized person must make an entry in the aircraft record of the corrective action 

taken against discrepancies discovered between inspections. 

(16) Prior to operations PIC must have accumulated and logged a minimum of 5 hours as a UAS 

pilot in make and model listed in exemption. PIC must log at a minimum 3 takeoffs and landings 

in the preceding 90 days to meet currency requirements. 

(17) PIC is required to operate the UAS with appropriate distances in accordance with 14 CFR 

91.119.

(18) No operations are allowed in the surface areas of Class B, C, and D airspace. 

(19) No operations are allowed if the return home function and\or autopilot are, or are 

suspected to be malfunctioning. 

(20) No operations shall be conducted without an appropriate Certificate of Authority issued by 

the Administrator. 

(21) A Visual Observer can be utilized when operating the UAS. 

(22) Should the PIC or Visual Observer detect that a manned aircraft is being operated in close 

proximity to the operations area, the UAS shall give right of way to the manned aircraft, and the 

PIC shall cease operations and land until such time as the manned aircraft has cleared the area. 

(23) The UAS will not be operated any close to any structure without the express permission of 

the structure owner. 

D. UAS Airworthiness 

(1). The PIC shall ensure that the UAS is in an airworthy condition before each flight. 

Airworthiness shall be determined by a preflight inspection in accordance with DJI operating 

documents and any and all applicable Federal Aviation Regulations, and any additional 

requirements as defined by the Administrator. PIC shall document each preflight inspection by 
date, Aircraft total Flight time to date, any discrepancies noted, and signature and certificate 

number. Any discrepancy noted shall be addressed before UAS operation. 

E. UAS Maintenance and Records 

(1). The operator shall maintain aircraft maintenance logbooks. Each UAS shall have its own and 

separate maintenance log book. DJI documents, handbooks, user manuals, supplements, Safety 

Bulletins, etc., shall be the only approved documents for performing repairs, maintenance, 

inspections, overhauls, or replacement of life limited components. A record of each preflight 

inspection will additionally be recorded in these logbooks. The preflight inspection must be 

conducted by the PIC for that operation. Preflight signoff shall include at least the following 

information: date of operation, Aircraft Total time, aircraft serial or operating number, PIC 

signature and certificate number. 

Example: Preflight inspection completed, No defects noted. 1-1-15, ACFTT 50.1 hours, UAS 

number 1, Boyd W. Pierce. 

(2). Any required maintenance, inspection, alteration or repair must be completed by an 

approved person. At the completion of this work the approved person must make an entry in 

the aircraft log book that at least includes: Date, Aircraft serial or operating number, brief 

description of the discrepancy, inspection, alteration or repair, the reference material used as 

guidance for the repair, statement approving the aircraft for return to service, and signature of 

person who completed the work. 

Example: 1-1-15 UAS 1, ACFTT 50.1 hours, replaced number 3 rotor with new rotor, IAW DJI 

Phantom 2 Vision + User Manual. Flight or ops check completed. Aircraft is approved for return 

to service. Boyd W. Pierce

(3). Maintenance records shall be kept with the UAS at all times and shall be made available to 

any authorized agency or the Administrator upon request. 

F. Pilot in Command Requirements 

(1). The Pilot in Command shall have at least 5 hours in make and model before performing any 

operation for which exemption has been requested. 

(2).The Pilot in Command shall preform a pre-flight inspection before each flight is conducted. 

(3).The Pilot in Command shall observe all Federal Aviation Regulations at all times with the 

exceptions of the exemptions requested by the operator. In those cases the Pilot in Command 

shall adhere to company operating standards or Federal Aviation Administration Limitations 

placed upon exemptions, whichever is more stringent. 

(4). The Pilot in Command may operate the UAS without a Visual Observer present depending 

on the specific mission provided VLOS is mantained. 

(5). The Pilot in Command must have 3 takeoff and landings within the preceding 90 days. 

(6). The Pilot in Command must maintain a record of flight information to establish currency and 

that he or she meets the requirements of this section. 

G. Visual Observers: Responsibilities and Requirements 

(1). A Visual Observer may be used during any and all operations of the UAS System. 

(2). The Visual Observer shall maintain communication with the PIC at all times during UAS 

operation. 
(3). The Visual Observer shall maintain Visual Contact with the UAS at all times. In the event that 

Visual Contact is lost the VO will notify the PIC who will immediately cease operations and land 

the aircraft. 

(4). The Visual Observer shall also help the PIC maintain area of operations security and ensure 

that all nonessential persons remain clear of the area of operations. In the event of a breach by 

unauthorized person(s) the VO shall notify the PIC and operations will cease immediately. 

(5). The Visual Observer shall also assist the PIC in looking for manned aircraft traffic near the 

operations area. If manned aircraft traffic is observed near the operations area, the VO will 

notify the PIC who will immediately cease operations and land the UAS. 

H. Reporting of Incidents and/or Accidents 

Any incident or accident, or flight operation that transgresses the lateral or vertical 

boundaries of the operational area as defined by the applicable COA will be reported within 

24 hours to: 

FAA UAS Integration Office (AFS-80) 

Accidents: National Transportation Safety Board 

www.ntsb.gov. 

3. Request for Relief from Airport Proximity Limitation 

The petitioner understands the FAA’s concern for placing restrictions on the proximity a UAS can 

be operated in relation to an airport. However, the petitioner believes that certain relief can be 

granted in this matter based on the circumstances of the flight, altitude of the flight, area of the 

flight in relation to traffic patterns and protected instrument approach corridors. Also, the size 

and traffic of the airport certainly should be considered as a factor. The petitioner believes that 

Aeronautic experience; as well as communication with the airport, any ATC controlling facility, 

and aircraft in the area would fully mitigate any dangers. The petitioner also believes that since 

many rural airports often host model and remote controlled aircraft clubs and events without 

affecting normal operations, that measures could be put in place to ensure the safety of 

operation and integration of UASs’ in close proximity to certain airports. From a commercial 

standpoint a great deal of potential opportunity is lost when an area of close to 78.5 square 

miles is off limits. As UAS operations become more prominent consumers will demand these 

services closer to airport facilities. It would not be in the interest of aviation or the public in 

general, to restrict these consumers from products or services because of their proximity to an 

airport. This could cause a negative impact to both the consumer and the airport. The petitioner 

therefore proposes the following reasonable restrictions that would ensure that the majority of 

these consumers could be serviced and the safety of operation of manned aircraft could be 

assured. 

As previously stated most operations in the Scope of this requested Exemption will be 

conducted at 100 to 150 feet AGL. Any manned aircraft operating in the vicinity of an airport 

should not be at these altitudes over persons or property unless they are in the process of a 

take-off or landing. Additionally they should be well aligned with either the approach or 

departure runway at these altitudes. 
The petitioner therefore requests relief in part from the 5 NM limitation concerning proximity to 

an airport based on the following restrictions. Note: Class B, C, and D airports not included in 

this relief request. Airspace must be E or G for relief to be requested. 

1. Altitude restriction of 150 feet AGL within 3 to 5 Nautical miles of an airport. 

2. Altitude restriction of 100 feet AGL within 1 to 3 Nautical miles of an airport. 

3. No flight on the extended centerlines or 5 degrees to either side on any active or used runway 

out to 2 Nautical miles from Airport reference point. 

4. Notify airport of proposed time, distance and heading from airport of UAS operation. 

5. Request issuance of NOTAM specifying UAS operations. 

6. No flight within 1 NM of airport. This would mitigate the possibly of operating near the airport 

Traffic patterns. 

7. The PIC shall make “in the blind” broadcasts of UAS operations on the appropriate frequency 

stating. “Unmanned Aircraft Operations underway. Distance and bearing from airport and 

operating altitude”. 

8. Anytime the PIC or Visual Observer has visual contact with a manned aircraft, or anytime an 

aircraft requests, operations will be immediately suspended and UAS will descend and land 

immediately. 

9. Aircraft has onboard programmable altitude restriction capability to help mitigate the 

possibility of inadvertent altitude deviation. This function must be used during operations within 

5 nautical miles of an airport. 

10. The altitude restrictions requested would eliminate the possibility of a collision with manned 

aircraft as there is no reasonable circumstance where a manned aircraft should be at or near 

these altitudes, unless being on short final for approach or on departure. In fact the petitioner 

believes that any manned aircraft operating at, or near these altitude restrictions, other than on 

short final for approach or on departure, would be operating in a careless and reckless manner.

Petitioner also believes that in the highly unlikely event of a collision between a UAS and a 

manned aircraft that the damage possibility, is no more than that of a small sized bird strike due 

to the extremely light weight and size of the UAS. However, the petitioner should like to 

reiterate that the restrictions requested in this relief would make such a collision improbable, if 

not nearly impossible. 

4. The Unmanned Aircraft System UAS 

The petitioner will operate the DJI Phantom 2 Vision + UAS System. The Petitioner will make 

available to the Administrator the operating and user documents for the DJI Phantom 2 Vision + 

system upon request.

5. The Public Interest 

The request for this exemption is in the Public Interest as it is safe to assume that there are 

many consumer applications for the services that can be provided by UAS systems. It is clear 

that the Congress of the United States, the business sector, and the consumer want to integrate 

Unmanned Aircraft Systems into the National Airspace System and utilize their unique and cost 

effective capabilities. It is also in the Public Interest that many of the low level flight operations 

now conducted by manned aircraft could be accomplished with these light, fire resistant 
unmanned aircraft that can operate at a fraction of the cost to both the operator and consumer. 

These aircraft can be operated without risk of loss of life or limb, without significant financial 

impact to the operator or any person or property on the ground in the event of the loss of an 

aircraft. Finally the petitioner believes that granting this exemption would help to further Public 

Interest by the Administrators process of integration of UAS systems and possibility help to 

create additional regulations and guidance to be used as these systems become more widely 

utilized. 

Please forward any questions or concerns to the address or email below. 

Sincerely, 

Boyd W. Pierce, DBA, Vertical Solutions

408 Carson Ave. 

Clovis, CA 93611

bpierce1@pacbell.net