October 8, 2015

U.S. Department of Transportation 

Docket Management System 

1200 New Jersey Ave., SE 

Washington, DC 20590 

Dear Sir or Madam 

Attached please find Garrett Consulting, Inc.’s (GCI) request for an exemption from the listed Federal 

Aviation Regulations to allow commercial operation of its Small Unmanned Aircraft Systems (“sUASs”) 

for market research, aerial photos, aerial surveys, mapping, data collection and inspections that consist

of still photographs, video, thermal imaging and other data taken by onboard sensors of developed, 

vacant and developed sites. The exemption request is exclusively for the use of the sUASs and 

technology manufactured by DJI, an international manufacturer of sUASs headquartered in Shenzhen, 

China. 

Also attached to this letter is the DJI Phantom 3 Flight Manual (“Manual”), which outlines the operating 

requirements, limitations, and technical specifications for the DJI system as well as its accessories. GCI

has reviewed the DJI Manual and its online resources and has found it to be acceptable for sUAS 

operations on secure project sites. Applicant submits this Manual as proprietary information pursuant to 

14 CFR 11.35(b). 

Thank you for your time and consideration, and please let me know if you have any questions. 

Sincerely, 

Jeffrey B Garrett

President

Garrett Consulting, Inc

2549 Quail Run Ln

Orange Park,FL 32073

(904)567-6277

jeff@garrettmapping.com
October 8, 2015

U.S. Department of Transportation 

Docket Management System 

1200 New Jersey Ave., SE 

Washington, DC 20590 

Re: 

Exemption Request Pursuant to Section 333 of the FAA Reform Act and Part 11 of the Federal Aviation 

Regulations, Seeking Exemption from 14 C.F.R. Part 21; 14 C.F.R. § 45.23(b); 14 C.F.R. § 45.27; 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. §§ 91.103; 14 C.F.R. §§ 

91.109; 14 C.F.R.§ 91.119(c); 14 C.F.R. § 91.121; 14 C.F.R. § 91.151(a); 14 C.F.R. §§ 91.203(a)(b); 14 C.F.R. 

§ 91.405(a); 14 C.F.R. § 91.407(a)(1); 14 C.F.R. §§ 91.409(a)(1) and (2); 14 C.F.R. §§ 91.417(a) and (b). 

Dear Sir or Madam: 

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

14 C.F.R. Part 11, Garrett Consulting, Inc. (“GCI”), a Real Estate Brokerage and Consulting Firm, hereby 

applies for an exemption from the listed Federal Aviation Regulations ("FARs") to allow commercial 

operation for its Small Unmanned Aircraft Systems (“sUASs”) for safe, efficient and up-to-date aerial 

imaging of secured and controlled vacant and developed sites, 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.

As detailed in this document and the attached Flight Manual, the requested exemption would 

permit the operation of sUAS under acceptable conditions in airspace that is: limited, predetermined, 

controlled as to access, and would provide an increased level of safety to the best practices already 

demonstrated by GCI at each of its sites. Approval of this exemption would thereby enhance safety and 

fulfill the Secretary of Transportation's (the FAA Administrator's) responsibilities to " ...establish 

requirements for the safe operation of such aircraft systems in the national airspace system." 

The Name and Address of the applicant is: 

Garrett Consulting, Inc

Attn: Jeffrey B Garrett 

Ph: (904)567-6277 

Email: Jeff@garrettmapping.com 

Address: 2549 Quail Run Ln 

 Orange Park, FL 32073 
Regulations from which the exemption is requested: 

14 CFR Part 21 

14 C.P.R. 45.23(b) 

14 CFR 61.113 (a) & (b) 

14 C.P.R. 91.7 (a) 

14 CFR 91.9 (b)(2) 

14 C.P.R. 91.103 

14 C.P.R. 91.109 

14 C.P.R. 91.119 

14 C.P.R. 91.121 

14 CFR 91.151 (a) 

14 CFR 91.203 (a) & (b) 

14 CFR 91.405 (a) 

14 CFR 407 (a)(1) 

14 CFR 409 (a) (2) 

14 CFR 417 (a) & (b) 

1. Statutory Authority for Exemptions 

The Federal Aviation Act expressively grants the FAA the authority to issue exemptions. This 

statutory authority by its terms includes exempting civil aircraft, as the term is defined under section 

§40101 of the Act that includes sUASs, from the requirement that civil aircraft must have a current 

airworthiness certificate. 

This exemption application is expressly submitted to fulfill Congress' goal in passing Section 

333(a) through (c) of the Reform Act. This law directs the Secretary of Transportation to consider 

whether certain unmanned aircraft systems may operate safely in the national airspace system (NAS) 

before completion of the rulemaking required under Section 332 of the Reform Act. In making this 

determination, the Secretary is required to determine which types of sUASs do not create a hazard to 

users of the NAS or the public or pose a threat to national security in light of the following: 

• The sUAS’s size, weight, speed, and operational capability 

• Operation of the sUAS in close proximity to airports and populated areas; and 

• Operation of the sUAS within visual line of sight of the operator. 
Reform Act Section 333 (a). Lastly, if the Secretary determines that such operations "may operate safely 

in the national airspace system, the Secretary shall establish requirements for the safe operation of such 

aircraft in the national airspace system." Id. §333( c). 

GCI’s sUASs are electricity powered, multirotor vehicles, weighing fewer than 10lbs. including 

payload. They operate under normal conditions at speeds of no more than 25 knots and have the 

capability to hover, and move in the vertical and horizontal plane simultaneously. The sUAS will operate 

only in the line of sight at all times and will operate only within the sterile area described and preestablished before all flights as outlined in the attached DJI Manual. Such operations will insure that the 

sUAS will “not create a hazard to users of the national airspace system or the public.” Reform Act 

Section 333 (b). 

Given the small size of the sUASs involved and the restricted environment within which they will 

operate, the applicant falls squarely within that zone of safety (an equivalent level of safety) in which 

Congress envisioned that the FAA must, by exemption, allow commercial operations of sUAS to 

commence immediately. Also due to the size of the sUAS and the restricted areas in which the relevant 

sUAS will operate, approval of the application presents no national security issue. Given the clear 

direction in Section 333 of the Reform Act, the authority contained in the Federal Aviation Act, as 

amended; the strong equivalent level of safety surrounding the proposed operations, and the significant 

public benefit, including reliable and up-to-date aerial imagery, enhanced safety for surveyors and 

associated contractors, and reduction in environmental impacts, including reduced emissions. 

Exemptions associated with allowing the commercial use of sUAS in the public interest. Accordingly, the 

applicant respectfully requests that the FAA grant the requested exemption without delay. 

2. Public Interest 

This exemption application is expressly submitted to fulfill Congress' goal in passing Section 

333(a) through (c) of the Reform Act. This law directs the Secretary of Transportation to consider 

whether certain unmanned aircraft systems may operate safely in the national airspace system (NAS) 

before completion of the rulemaking required under Section 332 of the Reform Act. By granting an 

exemption the FAA will fulfill Congress’ intent of allowing sUAS to operate with significant safety 

precautions in low risk environments. 

The use of sUASs in aerial imaging and mapping can significantly increase the quality and 

accuracy of site studies and would reduce the cost compared to conventional methods of aerial imaging. 

Larger more conventional aircraft are potentially hazardous due to their size, combustible fuel, and 

emission of hazardous pollutants. Switching to the use of sUASs would increase the safety of workers 

and the public. 

Additionally use of sUASs would also allow greater access to densely vegetated or impassable 

areas. Conventional imaging is limited due to the size of the vehicles used and the height of surrounding 

vegetation. UASs would allow for greater precision in imagery that would require an AGL too low for 

conventional aircrafts. 

Lastly use of sUASs at vacant sites and developed sites can reduce the risk of injury by 

eliminating the need for a large number of workers in a potentially hazardous environment. There are 
innumerable risks in almost every work place, and especially in the surveying and construction fields. 

The implementation of sUASs can reduce the number of injuries and fatalities on these hazardous sites. 

 

3. Equivalent Level of Safety 

GCI proposes that the exemption requested herein apply to civil aircraft that have the 

characteristics and that operate with the limitations listed herein. These limitations provide for at least 

an equivalent or even higher level of safety to operations under the current regulatory structure 

because the proposed operations represent a safety enhancement to the already safe protocols 

followed on construction sites and imaging and surveying operations conducted with helicopters and 

other conventional aircraft. 

GCI will be bound by the following limitations when conducting its sUAS operation under an FAA 

issued exemption: 

1. The sUAS will weigh less than 10 lbs. 

2. Flights will be operated within line of sight of the Pilot. 

3. Maximum total flight time for each operational flight will be 18 minutes for multirotor. Flights 

will be terminated at 25% battery power reserve should that occur prior to the 18 minute limit. 

4. Flights will be operated at an altitude of 200ft and no more than 400 feet AGL. 

5. Minimum crew for each operation will consist of the sUAS Operator who will maintain VLOS 

with the sUAS at all times. 

6. sUAS operators will be trained in flight, operations, and safety procedures as detailed in the 

Flight Manual 

7. The SUAS will only operate within a confined "sterile area" as defined in the manual. It 

requires the establishment of a "Security Perimeter" for the flight operations area. 

8. A briefing will be conducted in regard to the planned sUAS operations prior to each day's 

production activities. It will be mandatory that all personnel that will be performing duties 

within boundaries of the safety perimeter be present for this briefing. 

9. All onsite personnel will consent to the sUAS flyover on site by waiver, and the operator will 

obtain additional verbal or written consent of all persons who will be allowed within 100ft of the 

flight operation. 

10. The operator will have been trained in the operation of sUAS generally and received up-todate information on the particular UAS to be operated. 
11. Written and/or oral permission from the relevant property holders will be obtained. 

12. All required permissions and permits will be obtained from territorial, state, county, or city 

jurisdictions, including local law enforcement, fire, or other appropriate government agencies. 

13. If the sUAS loses communications or it loses its GPS signal, the sUAS will have capability to 

return to a pre-determined location within the Security Perimeter and land. 

14. The sUAS will have capability to abort flight in case of unpredictable obstacles or 

emergencies. 

4. Description of Specific Regulations 

14 C.F.R. Part 21, Subpart H: Air worthiness certificates 14 C.F.R. Section 91.203 (a) (1) 

Subpart H, entitled Airworthiness Certificates, establishes the procedural requirements for the 

issuance of airworthiness certificates as required by FAR Section 91.203 (a) (1). Given the size and 

limited operating area associated with aircraft to be utilized by the Applicant, an exemption from Part 

21 Subpart H meets the requirements of an equivalent level of safety under Part 11 and Section 333 of 

the Reform Act both authorize the FAA to exempt aircraft from the requirement for an airworthiness 

certificate, upon consideration of the size, weight, speed, operational capability, proximity to airports 

and populated areas of the particular sUAS. In all cases, an analysis of these criteria demonstrates that 

the sUAS operated without an airworthiness certificate, in a restricted environment and under the 

conditions proposed will be at least as safe, or safer, than conventional aircraft (fixed wing or rotorcraft) 

operating with an airworthiness certificate without the retractions and conditions proposed. 

The sUAS to be operated here under is less than 10 lbs. fully loaded, carries neither a pilot nor 

passenger, carries no explosive materials or flammable materials liquid fuels, and operates exclusively 

within a secured area as set out in Manual. Like other civil aircraft, operations under this exemption will 

be tightly controlled and monitored by the operator, pursuant to the Manual’s requirements, and under 

the requirements and in compliance with local public safety requirements, to provide security for the 

area of operation as is currently done on active construction sites. The FAA will have advance notice of 

all operations. 

These safety enhancements, which already apply to civil aircraft operated in connection to 

motion picture and television production, provide a greater degree of safety to public and property 

owners than conventional operations conducted with airworthiness certificates issued under 14 C.P.R. 

Part 21, Subpart H. Lastly, application of these same criteria demonstrates that there is no credible 

threat to national security posed by the sUAS, due to its size, speed of operation, location of operation, 

lack of explosive materials or flammable liquid fuels, and inability to carry a substantial external load. 
14 C.F .R. Section 45.23 (b). Marking of the Aircraft 

The regulation requires: 

When marks include only the Roman capital letter ''N" and the registration of the number is displayed 

on limited, restricted or in a light-sport category aircraft or experimental or provisionally certified 

aircraft, the operator must also display on the aircraft near each entrance to the cabin, cockpit, or pilot 

station, in letters not less than 2 inches nor more than 6 inches high, the words "limited," "restricted," 

"light spot," "experimental," or "provisional," as applicable. 

Even though the sUAS will have no airworthiness certificate, and exemption may be needed as 

the sUAS will have no entrance to the cabin, cockpit or pilot station on which the word "experimental" 

can be placed. Given the size of the sUAS, the two inch lettering will be impossible. The word 

"experimental" will be placed on the fuselage in compliance with §45.29 (f). 

The equivalent level of safety will be provided by having the sUAS marked on it fuselage as 

required by §45.29 (f) where the operator, observer and others working with the sUAS will see the 

identification of the sUAS as "Experimental." The FAA has issued the following exemptions to this 

regulation to exemptions to this regulation to Exemptions Nos. 10700, 8738, 10167A. 

14 C.F.R. § 61.113 (a) & (b): Private pilots Privileges and Limitations: Pilot in Command. 

Sections 61.113 (a) & (b) limit private pilots to non-commercial operations. Because the sUAS 

will not carry a pilot or passengers, the proposed operations can achieve the equivalent level of safety of 

current operations by requiring the PIC operating the aircraft to have logged 10 hours of flight

experience along with 100 take-offs and 100 landings with a DJI sUAS before flying at a site, rather than 

have a commercial pilot’s license to operate this small sUAS. Unlike a conventional aircraft that carries a 

pilot and passengers, the sUAS is remotely controlled with no living thing onboard. The area of 

operation is controlled and restricted, and all flights are planned and coordinated in advance. The level 

of safety provided by the requirements included in the manual exceeds that provided by a single

individual holding a commercial pilot's certificate operating a conventional aircraft. The risks associated 

with the operation of the sUAS are so diminished from the level of risk associated with the operation of 

a commercial operations contemplated with Part 61 when drafted, that allowing operations of the sUAS 

as requested with a pilot who has met the minimum requirements outlined in the Manual and has 

logged a sufficient number of flights exceeds the present level of safety achieved by 14 C.P.R. §61,113

(a) & (b). 

14 C.P.R. §91.7 (a): Civil Aircraft Airworthiness. 

The regulation requires that no person may operate a civil aircraft unless it is in airworthy 

condition. As there will be no airworthiness certificate issued for the aircraft, should this exemption be 

granted, no FAA regulatory standard will exist for determining airworthiness. Given the size of the 

aircraft and the requirements contained in the manual for maintenance and use of safety check lists 

prior to each flight, as set forth in the manual and equivalent level of safety will be provided. 
14 C.F.R. § 91.9 (b) (2): Civil Aircraft Flight Manual, marking and placard in the Aircraft 

The sUAS, given its size and configuration has no ability or place to carry such a flight manual on

the aircraft, not only because there is no pilot onboard, but because there is no room or capacity to 

carry such an item on the aircraft. 

The equivalent level of safety will be maintained by keeping the flight manual at the ground 

control point where the operator flying the sUAS will have access to it. The FAA has issued the following 

exemptions to this regulation: Exemption Nos. 8607, 8737, 8738, 9299, 9299A, 9565, 9565B, 10167, 

10602, 32827, and 10700. 

14 C.F.R. § 91.103: Preflight action 

This regulation requires each pilot in command to take certain actions before flight to insure the 

safety of the flight. An exemption is needed from this requirement as the pilot will take all actions 

including reviewing weather, flight battery requirements, landing and takeoff distances and aircraft 

performance data and all other actions outlined in the Flight Manual, before initiation of flight. These 

actions will provide an equivalent level of safety. 

14 C.F.R. §91.109: Flight instruction 

Section 91.103 provides that no person may operate a civil aircraft (except a manned free 

balloon) that is being used for flight instruction unless that aircraft has fully functioning dual controls. 

sUASs and remotely controlled aircraft, by their design do not have fully functioning dual 

controls. Flight control is accomplished through the use of a control box that communicates with the 

aircraft via radio communications. The FAA has approved exemptions for flight training without fully 

functioning dual controls for a number of aircraft and for flight instruction in experimental aircraft. See 

exemption Nos.5778K & 9862A. The equivalent level of safety provided by that neither a pilot nor 

passengers will be carried in the aircraft and by the size and speed of the aircraft. 

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

Section 91.119 establishes safe altitudes for operations of civil aircraft. Section 91.119 (d) allows 

helicopters to be operated at less than the minimums prescribed provided the person operating the 

helicopter complies with any route or altitudes prescribed for helicopters by the FAA. This exemption is 

for the sUAS that flies similarly to a helicopter and the exemption requests authority to operate at 

altitudes of up to 400 AGL, or not more than 200 above an elevated platform from which filming is 

planned, an exemption is may be needed to allow such operations. As set forth by herein, except for the 

limited conditions stated in the Manual, the sUAS will never operate higher than 400 AGL. It will 

however be operated in a restricted area with a security perimeter, where buildings and people will not 

be exposed to operations without their pre-obtained consent. 

The equivalent level of safety will be achieved given the size, weight, speed of the sUAS as well 

as the location where it is operated. No flight will be taken without the permission of the property 

owner or local officials. Because of the advance notice to the property owner and participants in the 

filming activity, all affected individuals will be aware of the planned flight operations as set forth in the 
Manual. Compared to flight operations with aircraft or rotorcraft weighing far more than the maximum 

55lbs. proposed herein and the lack of flammable fuel, any risk of associated with these operations is far 

less than those presently presented with conventional aircraft operating at or below 500 AGL in the 

surveying and mapping industry. In addition, the low-altitude operations of the sUAS will ensure 

separation between these small SUAS operations and the operations of conventional aircraft that must 

comply with Section 91.119. 

14 C.F.R. §91.121 Altimeter Settings 

This regulation requires each person operating an aircraft to maintain cruising altitude by 

reference to an altimeter that is set "...to the elevation of the departure airport or an appropriate 

altimeter setting available before departure." As the sUAS may not have a barometric altimeter, but 

instead a GPS altitude read out, an exemption may be needed. An equivalent level of safety will be 

achieved by the operator, pursuant to the Manual and Safety Check list, confirming the altitude of the 

launch site shown on the GPS altitude indicator before flight. 

14 C.F.R. §91.151(a): Fuel Requirements for Flight in VFR Conditions 

Section 91.151 (a) prohibits and individual from beginning "a flight in an airplane under VFR 

conditions unless (considering wind and forecast weather conditions) there is enough fuel to fly to the 

first point of intended landing, and assuming normal cruising speed - (1) During the day, to fly after that 

for at least 30 minutes; or (2) At night, to fly after that for at least 45 minutes." 

The battery powering the sUAS provides approximately 23 minutes of powered flight. To 

compensate the 30 minute reserve requirement in 14 CFR §91.151, sUAS flights would be limited to 

approximately 18 minutes in length or 25% battery, whichever comes first, which would allow for a third 

of its battery power for emergency use. Given the limitations on the SUAS's proposed flight area and the 

location of its proposed operations within a predetermined area, a longer time frame for flight in 

daylight or night VFR conditions is reasonable. 

GCI believes that an exemption from 14 CFR (a) falls within the scope of prior exemptions. See 

Exemption 10673 (allowing Lockheed Martin Corporation to operate without compliance with FAR 

91.151(a)). Operating the small sUAS, in a tightly controlled area where only people and property 

owners or official representatives who have signed waivers will be allowed, with less than 30 minutes of 

reserve fuel, does not engender the type of risk that Section 91.151 (a) was intended to alleviate given 

the size speed of the small sUAS. Additionally, limiting sUAS flights to 18 minutes would greatly reduce 

the utility for which the exemption will be granted. 

GCI believes that an equivalent level of safety can be achieved by limiting flights to 18 minutes 

or 25% of battery power, whichever happens first. This restriction would be more than adequate to 

return the sUAS to its landing zone from anywhere in its limited operating area. 

Similar exemptions have been granted to other operations, including Exemptions 2689F, 5745, 

10673, and 10808. 
14 C.F.R. §91.203 (a) and (b): Carrying Civil Aircraft Certification and Registration 

The regulation provides in pertinent part: 

(a) Except as provided in §91.715, no person may operate a civil aircraft unless it has within it 

the following: 

(1) An appropriate and current airworthiness certificate ... 

(b) No person may operate a civil aircraft unless the airworthiness certificate required by 

paragraph (a) of this section or a special flight authorization issued under §91.715 is displayed at the 

cockpit entrance so that it is legible to passengers or crew. 

The sUAS fully loaded weighs no more than 10lbs and is operated without an onboard pilot. As 

such, there is no ability or place to carry certification and registration documents or display them on the 

sUAS. 

An equivalent level of safety will be achieved by keeping these documents at the ground control 

point where the pilot flying the sUAS will have immediate access to them; to the extent they are 

applicable to the sUAS. The FAA has issued numerous exemptions to this regulation. A representative 

sample of other exemptions includes Exemption Nos. 9565, 9665, 9789, 9789A, 9797, 9816A, 10700. 

14 C.F.R. §91.405 (a); 407 (a) (2); 417 (a) & (b) 

These regulations require that an aircraft operator or owner "shall have that aircraft inspected 

as prescribed in subpart E of this part and shall between required inspections, except as provided in 

paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of this chapter. .. ," 

and others shall inspect or maintain the aircraft in compliance with part 43. 

Given that these section and Part 43 apply only to aircraft with an airworthiness certificate, 

these sections will not apply to GCI. Maintenance will be accomplished by the operator pursuant to the 

flight manual and operating handbook as referenced in the Manual. An equivalent level of safety will be 

achieved because these small sUAS are very limited in size and will carry a small payload and operate 

only in restricted areas for limited periods of time. If mechanical issues arise the sUAS can land 

immediately and will be operating from no higher than 400 feet AGL. As provided in the Manual, the 

operator will ensure that the sUAS is in working order prior to initiating flight, perform required 

maintenance, and keep a log of any maintenance preformed. Moreover, the operator is the person most 

familiar with the aircraft and best suited to maintain the aircraft in an airworthy condition to provide the 

equivalent level of safety. 

Pursuant to 14 C.F.R Part 11, the following summary is provided for publication in the Federal 

Register, should it be determined that publication is needed: 

Applicant seeks an exemption from the following rules: 

14 C.F.R. §21, subpart H; 14 C.F.R45.23 (b); 14 C.F.R. §§ 61.113 (a) & (b); 

91.7 (a); 91.9 (b) (2);91.103 (b); 91.109; 91.119;91.121;91.151 (a); 91.203 (a) and (b); 

91.405 (a); 91.407 (a) (1); 91.409 (a) (2) and 91.417 (a) & (b) to operate commercially a small 

unmanned vehicle (10 lbs or less) in the Real Estate Photography/Videography and market 

research Operations. 
Approval of exemptions allowing commercial operations of sUASs in the Real Estate 

photography and videography as well as market research industry will enhance safety by reducing risk. 

Conventional operations using jet or piston aircraft operate at extremely low altitudes just feet from the 

equipment and structures; and present the risks associated with vehicles that weigh in the 

neighborhood of 3,000-5,000 lbs., carrying large amounts of Jet A or other fuel in most cases helicopters 

operating with 140 gallon fuel tanks. The sUAS will carry no passengers or crew and, therefore, will not 

expose them to the risks associated with manned aircraft flights. 

The operations of small sUASs, weighing less than 55 lbs., conducted in the strict conditions 

outlined above, will provide an equivalent level of safety supporting the grant of the Part 21 and 

allowing commercial operations. These lightweight sUASs operate at slow speeds, close to the ground 

and in a restricted environment, as a result, are far safer than conventional operations conducted with a 

piston and or turbine aircraft operating close to the ground. 

Public Acknowledgement/Privacy 

All Flights will occur only once the property owner has authorized operations to be conducted. 

Images taken will be of individuals who have also consented to being filmed or otherwise have agreed to 

be in the area where aerial photography will take place. 

Satisfaction of the criteria provided in Section 333 of the Reform Act of 2012-size, weight, 

speed, operating capabilities, proximity to populated areas and or close proximity to airports and 

operations within visual line of sight provides more than adequate justification for the grant of the 

requested exemptions allowing commercial operation of applicant's sUAS in the Real Estate 

Photography/Videography and market research Operations. 

Sincerely, 

Garrett Consulting, Inc

Attn: Jeffrey B Garrett 

Ph: (904)567-6277 

Email: Jeff@garrettmapping.com 

Address: 2549 Quail Run Ln 

 Orange Park, FL 32073