U.S. Department of Transportation

Docket Management System

1200 New Jersey Avenue, SE 

Washington, D.C. 20590

February 12, 2015

Westec Tower Services, Inc.

Jacob Davis / President

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

14 CFR 91.7(a); 91.9(B)(2);91.119 (c); 91.121; 91.151(a)(1); 91.203(a)(b); 91.405(a); 91.407(a)(1); 

91.409(a)(1)and (2); 91.417(a)&(b); 45.23(b); Part 21; 61.113(a)(b)

Dear Sir or Madam:

We are writing pursuant to the FAA Modernization and Reform Act of 2012 ( Reform Act), and 

the procedures contained in 14 C.F.R. 11, to request that WesTec Tower Services, Inc., A Telecom 

General contractor an owner and operator of small unmanned aircraft, be exempted from the Federal 

Aviation Regulations (FARs) listed above so that WesTec Tower Services may operate its small 

unmanned aircraft / lightweight unmanned aircraft system (UAS) commercially in airspace regulated by 

the Federal Aviation Administration (FAA); as 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. 

WesTec Tower Services formally known as IWS / WCCS Inc. was founded in 1989 to provide 

heavy civil and full service general contracting services to the telecommunication industry WesTec is a 

full service Telecom General Contractor/ Federal Government vendor which provides services to the 

telecommunication, Heavy civil, and federal construction industries. Westec provides structural and civil 

Engineering / Program and Project Management / Structural tower mods/ Structural Tower erection /

Tower structural and civil augmentations / Tower Retrofitting /Tower Foundation Engineering / Tower 

Foundation construction / Electric / Telco service / New site build / New Microwave system construction 

/ Radio integration / Structural inspections and maintenance. 
WesTec Tower Services employs a group of experienced UAS Operators / Pilots. These pilots 

have all been trained and received operator certifications from multi-rotor manufacturers on several 

different platforms including the ones listed here-in. They are also FAA licensed light sport, private & 

commercial pilots. The chief pilot / instructor / program manager has operated multi-rotor aircraft for 

several years as a hobbyist with over 500 hours PIC. He has spent many years operating several 

different unmanned systems stateside & overseas for the U.S. Military. This includes fixed wing and 

rotor-craft platforms. He has trained Army personnel to use UASs in combat operations. He has been 

trained on all aspects of a UAS - piloting ( internal & external ), CRM, payloads, maintenance & repair, 

trouble shoot computer systems & auto-pilot software, flight planning & briefings, radio link 

communications and frequency de-conflicting, ATC communications (operations with airspace 

controllers and towers). He is a licensed FAA Commercial Pilot with an Instrument Rating with over 600 

hours PIC. He retains a Class II Medical Certificate.

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

operate the DJI Phantom 2 Vision + , DJI S-900 / S-1000 and the DJI Inspire UAS in the National 

Airspace System, for the purpose of Unmanned Aerial Photography , Inspection and Videography for the 

utility, telecommunications and petro chemical industries. In order to perform these duties effectively 

we request operational altitude of 400 ft AGL and below. Enhancement of Public awareness of UAS 

operation and finally enhanced safety for both the General Public, Flight Crews and the Labor Force 

described herein. 

The main purpose for the requested Exemption is to allow WesTec Tower Services to utilize its 

UASs to inspect cellular, radio and broadcast towers for telecommunications Carriers, Tower operator 

company’s, broadcast company’s and there vendors. WesTec Tower Services has been given consent to 

access these secure sites. The site access allows WesTec Tower Services to perform all inspections at low 

altitude and always within VLOS. All flight operations will be with a 25 ft radius around the cell tower, so 

the flight plan foot print is very small. Operations will remain below 400 ft AGL. WesTec Tower Services 

will cordon off the site to keep the public safe. Not only would public safety be of utmost concern but 

also the safety of the climbing crews tasked with routine inspection of the towers. WesTec Tower 

Services and its UASs would alleviate the day to day height exposure and potential risk for an accident 

while preforming the vertical inspection portion. This will allow them to concentrate on service and

maintenance. Telcom Structural Climbers have one of the highest incidents of death in the labor force.

This is why we seek this exemption to help provide a alternative method for tower inspection. We are 

confident that if we are allowed to implement the use of our UAS program it will save lives. 

The secondary request for Exemption is to allow WesTec Tower Services to utilize its UASs to 

inspect power transmission lines for the utility companies and their subcontractors. This would reduce 

the need for low flying manned helicopters. These manned flight systems have a relatively good safety 

record. The use of UASs would reduce the carbon foot print and noise pollution. Limiting and/or 

reducing these manned operations would also reduce exposure to the public and power grid 

infrastructure in general. The operations that WesTec Tower Services would perform would be localized,

remain VLOS, under 400 ft AGL , utilize a PIC & VO.

The third request for Exemption is to allow WesTec Tower Services to utilize its UASs to assist 

industrial petro / chemical plants to inspect the conditions of their infrastructure. WesTec Tower 

Services has for many years been involved with construction and inspection of tower / vertical 

infrastructure at these plants. These areas are controlled by the plant owners and limit access to plant 

employees and prohibit access to the general public. Access to these areas is only granted with 

supervision by plant management / safety inspectors. WesTec Tower Services currently inspects and 
maintains vertical structure using manned crews. UASs are to be implemented as part of their current 

operations. This would enable the inspection division to quickly and safely perform day to day 

operations without shutting down plant processes. The use of UASs would create a safer environment 

for the climbers and plant employees on the ground. The operations that WesTec Tower Services 

would perform would be localized, remain VLOS, under 400 ft AGL, utilize a PIC & VO.

WesTec Tower Services exemption request would permit its operation of lightweight, 

unmanned (remotely controlled in line of sight) UAS in tightly controlled and limited airspace. 

Predetermined, specifically marked areas of operation, cordoned off locations and corresponding 

enhancements to operate within current safety parameters and new ones being implemented.

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. 

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)

Airworthiness Certificate;

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 91.9 (B) (2)

Aircraft Flight Manual in the aircraft;

Requires an aircraft flight manual in the aircraft. As there are no pilots or passengers, and given 

the size of the UAS, this regulation is inapplicable. An equivalent level of safety will be achieved by 

maintaining a manual at the flight operations center. The FAA has previously issued exemptions to 

this regulation in Exemption No. 10700 and 32827

14 CFR 91.119(C)

Minimum Safe Altitudes;

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 never operate any UAS over an altitude of 400 AGL. The majority of the 

operations proposed will operate around 200 to 300 ft 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 distance from structures 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)

Fuel for Flight;

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 91.203(a)(b)

Carrying of civil aircraft Certifications and Registrations;

Provides for the carrying of civil aircraft certifications and registrations. They are inapplicable for 

the same reasons described above. The equivalent level of safety will be achieved by maintaining 

such certifications and registrations at the UAV Field Services flight operations center.
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.

14 CFR 45.23(b)

Marking of the Aircraft;

Applicable codes of Federal Regulation require aircraft to be marked according to certain 

specifications. WesTec Tower Services UASs are, by definition, unmanned. They therefore do not 

have a cabin, cockpit or pilot station on which to mark certain words or phrases. Further, two inch 

lettering is difficult to place on such small aircraft. Regardless, WesTec Tower Services will mark its 

UASs in the largest possible lettering by placing the word "EXPERIMENTAL" on its fuselage as 

required by 14 CFR 45.29 (f) so that the pilot, technician, spotter and others working with the UAV 

will see the markings. The FAA has previously issued exemptions to this regulation through 

Exemption No 10167 and 10700
14 CFR 21, Sub Part H

Airworthiness Certificates;

Entitled Airworthiness Certificates, set forth requirements for procurement of necessary 

airworthiness certificates in relation to FAR 91.203(a)(1). The size, weight and enclosed operational 

area of WesTec Tower Services UASs permits exemption from Part 21 because WesTec Tower 

Services UASs meet an equivalent level of safety pursuant to Section 333 of the Reform Act. The FAA 

is authorized to exempt aircraft from the airworthiness certificate requirement under both the Act 

(49 USC 44701(f)) and Section 333 of the Reform Act. Both pieces of the legislation permit the FAA 

to exempt UASs from the airworthiness certificate requirement in consideration of the weight, size, 

speed, maneuverability and proximity to areas such as airports and dense populations. WesTec 

Tower Services UASs meet or exceed each of the elements. 

14 CFR 61.113(a)(b)

Private Pilot Privileges and Limitations / PIC;

Private pilots are limited to non-commercial operations. WesTec Tower Services can achieve an 

equivalent level of safety as achieved by current Regulations because UAV Field Services UASs do 

not carry any pilots or passengers. Further, while helpful, a pilot license will not ensure remote 

control piloting skills, though UAV Field Services pilot vetting and training program will. Further, 

private pilot licensees will operate WesTec Tower Services UASs with the same skill. Further, the risk 

attendant to the operation of WesTec Tower Services UASs is far less than the risk levels inherent in 

the commercial activities outlined in CFR 61. Thus, allowing WesTec Tower Services to operate its 

UASs with a private pilot as the pilot in control will exceed current safety levels in relation to CFR 

61.113(a)(b).
WesTec Tower Services

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 the Unmanned Aerial System will follow the instructions 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 the UAS logbook. The preflight shall 

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

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

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

flight of UAS, the PIC shall immediately terminate flight operations until such time as the 

area can be cleared of these 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 event 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) A Visual Observer shall be utilized at all times and must maintain VLOS at all times.

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

(6) The UAS to be utilized is the DJI Phantom 2 Vision + Unmanned Aircraft System. No 

other systems will be operated.

(7) The UAS will have an altitude restriction of 400ft 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 on 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 the 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 the 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)UAS must by operated by a PIC possessing at least a Private Pilot Certificate, with most 

appropriate Class and Category and at least a current Third Class Medical.

(17) PIC must meet the flight review requirements of 14 CFR 61.56 in an aircraft in which 

the PIC is rated.

(18) Prior to operations for which exemption is requested the PIC must have accumulated 

and logged , in a manner consistent with 14 CFR 61.51(b), a minimum of 25 hours of 

total time as a UAS rotorcraft pilot including at least 10 hours of UAS multi-rotor. 

(19) 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.

(20) PIC is required to operate the UAS in accordance with 14 CFR 91.119.
(21)No Private Pilot may operate UAS within 5 nautical miles of an airport reference point 

as denoted on a current FAA chart.

(22)Operations with 5 NM of an airport must be conducted by a PIC who holds at least a 

Commercial Pilot Certificate and a current Second Class Medical.

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

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

suspected to be malfunctioning.

(25)UAS shall not be operated from a moving platform of any type.

(26)No operations shall be conducted without an appropriate Certificate of Authority 

issued by the Administrator.

(27) A Visual Observer shall be utilized at all times when operating the UAS.

(28) 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.

(29) The UAS will not be operated any closer than 500 feet 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, Name - PIC

(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. 

(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 hold at least a Private Pilot Certificate and a current 

Third Class Medical whenever conducting operations. Operator prefers that the Certificate 

be in the most appropriate Class and Category to the UAS being operated. 

(2). The Pilot in Command shall have at least 25 hours of rotorcraft UAV flight time before 

performing any operation for which exemption is requested.

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

any operation for which exemption has been requested.

(4).The Pilot in Command shall perform a pre-flight inspection before each flight is 

conducted.

(5).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.

(6). The Pilot in Command must hold a Commercial Pilot Certificate and a current Second 

Class Medical to operate within 5 NM of an airport.

(7). The Pilot in Command will not operate the UAS without a Visual Observer present.

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

(9). 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 shall 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, and the 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 

pilot qualifications, ratings, and 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 

or below 400 ft 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 of 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. The Pilot in Command of the UAS must be a Certificated Commercial Pilot with Class and 

Category Rating most appropriate to the UAS for which the Exemption is granted. In this case. 

Commercial Pilot Instrument Rated with a current Second Class Medical.

9. 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.

10. 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.

11. The dorsal (top) area of the aircraft will be painted a bright safety orange to increase visibility of 

the aircraft from manned aircraft.

The petitioner believes that these restrictions and requirements safely mitigate the potential 

hazards associated with operations near small, low volume airports. In fact, the petitioner believes 

that this limitation would make this operation safer than many others that are conducted at these 
types of airports; to include: aerobatics training, parachute operations, and Amateur Radio 

Controlled Aircraft Clubs that are frequently located on these types of airports. 

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 requiring that the PIC hold a Commercial Pilot Certificate of most 

appropriate Class and Category helps to ensure that the operator has the knowledge, aeronautical 

experience, radio communication skills, and ability to safely operate within close proximity to 

airports located in class E and G airspace.

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 + , DJI S-900 / S-1000 and the DJI Inspire 1 UAS 

Systems. The petitioner has attached the operating and user documents for the system as 

additional supplements for this petition in the comments area. No modification to the factory 

system is to be utilized other than the dorsal surface area of the aircraft will be painted a bright 

safety orange to help manned aircraft see the unit while in flight. Please see attached supplemental 

documents.

 

 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, and without significant financial impact to the operator or any person 

or property on the ground in the event of the loss of an aircraft. The main focus of UAS flight operation 

by WesTec Tower Services, Inc is to inspect cell towers, power transmission lines and petro / chemical 

plant vertical infrastructure. Utilizing these UASs will create a safer more productive work environment 

for the climbers , minimize exposure to people and property on the ground, reduce environmental 
pollution ( noise & carbon foot print ) and have a positive impact on the local community which is in the 

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

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.

Abbreviations

VLOS VISUAL LINE OF SIGHT

PIC PILOT IN COMMAND

VO VISUAL OBSERVER

UAS UNMANNED AIRCRAFT SYSTEM

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

Sincerely, DATE : 5-18-2015

Jacob J Davis

Jacob Davis / President

WesTec Tower Services, Inc