Saturday,	August	8,	2015

Attn:

U. S. Department of Transportation Docket Operations

West Building Ground Floor, Room w12-140

1200 New Jersey Ave, SE Washington, DC 20590

Re: Exemption Request Section 333 of the FAA Reform Act and Part 11 of the 

Federal Aviation Regulations from: 14 CFR Part 21; 14 C.F.R. 45.23(b); 14 

CFR 61.113 (a) & (b); 14 C.F.R. 91.7 (a); 14 CFR 91.9(b) (2); 14 C.F.R. 

91.103; 14 C.F.R. 91.109; 14 C.F. R. 91.119; 14 C.F.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) 

Dear Sir or Madam,

 I am employed by the U.S. Department of Agriculture; therefore I am

naturally in contact with many local farmers, and agriculture advocates 

throughout the Central Valley of California. I have helped many farmers 

discover problem areas in their crops with aerial imagery. I also have peers in 

the real estate industry, which have benefited from my aerial photography. The 

aerial images help potential homebuyers to view high definition images of the 

entire property. I also intend on helping local construction companies during 

large projects for surveying and inspection. My employer (U.S Department of 

Agriculture) is not affiliated with Aerial Concepts and or any of the conducted 

flight operations. 

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

(the Reform Act) and 14 C.F.R. Part 11, Derek Celedon, operator of Aerial 

Concepts/Small UAS 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 UAS, 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 described more fully below, the requested exemption would permit the 

operation of small, unmanned and relatively inexpensive small UAS under 

controlled conditions in the NAS that is 1) limited 2) predetermined 3) 

controlled as to access. 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.” Section 333(c) of the Reform 

Act. 

The name and address of the applicant is: 

Derek Celedon

5965 E Via Miralago Dr Fresno, CA 93727
Saturday,	August	8,	2015

derekhceledon@hotmail.com

Regulations from which the exemption is requested: 

14 CFR Part 21

14 C.F.R. 45.23(b)

14 CFR 61.113 (a) & (b) 14 C.F.R. 91.7 (a)

14 CFR 91.9 (b) (2)

14 C.F.R. 91.103

14 C.F.R. 91.109

14 C.F. R. 91.119

14 C.F.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) 

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 small UASs 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 small UAS’s size, weight, speed, and operational capability; 

• Operation of the small UAS in close proximity to airports and populated 

areas 

• Operation of the small UAS within visual line of sight of the operator. 

Reform Act § 333 (a). Lastly, if the Secretary determines that such vehicles 

“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) (emphasis added). 
Saturday,	August	8,	2015

The Federal Aviation Act expressly grants the FAA the authority to issue 

exemptions. This statutory authority by its terms includes exempting civil 

aircraft, as the term is defined under §40101 of the Act,that includes small 

UASs, from the requirement that all civil aircraft must have a current 

airworthiness certificate. 

The Administrator may grant an exemption from a requirement of a regulation 

prescribed under subsection (a) or (b) of this section or any sections 44702-

44716 of this title if the Administrator finds the exemption in the public interest. 

49 U.S.C. §44701(f) See also 49 USC §44711(a); 49 USC §44704; 14 CFR 

§91.203 (a) (1). 

Derek Celedon of Aerial Concepts owns a DJI inspire 1 small UAS rotorcraft, 

weighting 55 or fewer lbs. including payload. The UAS operates under normal 

conditions at a speed of no more than 50 knots and have the capability to 

hover, and move in the vertical and horizontal plane simultaneously. Aerial 

Concepts will operate only in line of sight and will operate only within a 

predetermined and closed off property area under the permission of the 

property representative. 

Such operations will insure that the small UAS will “not create a hazard to 

users of the national airspace system or the public. Such operations will insure 

that the small UAS will “not create a hazard to users of the national airspace 

system or the public” as per the Reform Act Section 333 (b). 

Given the small size of the small UASs involved and the restricted sterile 

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 

small UAS to commence immediately. Also due to the size of the small UAS 

and the restricted areas in which the relevant small UAS 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 enhanced 

safety, reduction in environmental impacts, including reduced emissions 

associated with allowing small UAS for commercial photography and 

videography operations, the grant of the requested exemptions is in the public 

interest. 

AIRCRAFT AND EQUIVALENT LEVEL OF SAFETY 

The applicant proposes that the exemption requested herein apply to civil 

aircraft that have the characteristics and that operate with the limitations listed. 

These limitations provide for at least an equivalent or even higher level of 

safety to operations under the current regulatory structure because the 
Saturday,	August	8,	2015

proposed operations are conducted on closed off property under the 

permission of the property owner or property representative. 

These limitations and conditions to which Derek Celedon of Aerial Concepts 

agrees to be bound when conducting commercial operations under an FAA 

issued exemption include: 

1. The small UAS will weigh less than 55 lbs. 

2. Flights will be operated within line of sight of a pilot and/or observer. 

3. Maximum total flight time for each operational flight will be an average of 

20 minutes. Flights will be terminated at 25% battery power reserve should 

that occur prior to the 20 minute limit. 

4. Flights will be operated at an altitude of no more than 400 feet AGL or, not 

more than 200 feet above an elevated platform from which filming is planned. 

5. Minimum crew for each operation will consist of the small UAS Pilot, and 

the Visual Observer.

6. Small UAS Pilot will be Pilot in Command (PIC). If the PIC deems another 

operator to be qualified with the necessary skills to be PIC, that person can 

also be designated as PIC provided they have a minimum of 40 hours of flight 

time with the small UAS. 

7. Flights will be operated at a lateral distance of at least 50 feet from any 

inhabited structures, buildings, vehicles, vessels, or people not associated with 

the operation or who have not signed a waiver in advance of the operation. 

8. A briefing will be conducted in regard to the planned small UAS operations

prior to each day’s production activities. It will be mandatory that all personnel 

involved with the operational duties of the flight within the boundaries of the 

safety perimeter be present for this briefing. 

9. The operator will file an FAA Form 7711-1, or its equivalent, as modified in 

light of the requested exemption, with the appropriate local Flight Standards 

District Office. 

10. The operator will obtain the consent of all persons involved in the filming 

and ensure that only consenting persons will be allowed within 100 feet of the 

flight operation, and this radius may be reduced to 30 feet based upon an 

equivalent level of safety determination. With the advanced permission of the 

relevant FSDO, operations at closer range can be approved 

11. The operator will file an FAA Form 7711-1, or its equivalent, as modified in 

light of the requested exemption, with the Flight Standards District Office 

("FSDO"). 

12. Pilot and observer will have been trained in operation of small UAS 

generally and received up-to-date information on the particular small UAS to 

be operated. 

13. The pilot Derek Celedon holds an FAA student pilots license and FAA 

medical certificate. 

14. Observer and pilot will at all times be able to communicate by voice and or 

radio. 
Saturday,	August	8,	2015

15. Written and/or oral permission from the relevant property holders or 

property representatives will be obtained. 

16. All required permissions and permits will be obtained from territorial, state, 

county or city jurisdictions, including local law enforcement, fire, or other 

appropriate governmental agencies. 

17. If the small UAS loses communications or loses its GPS signal, the small 

UAS is programmed to return to a pre-determined location within the Security 

Perimeter and land autonomously. 

18.The small UAS will have the capability to abort a flight in case of 

unpredicted obstacles, weather, or emergencies. 

14 C.F.R. Part 21, Subpart H: Airworthiness Certificates 14 C.F.R. §91.203 (a) 

(1) 

Subpart H, entitled Airworthiness Certificates, establishes the procedural 

requirements for the issuance of airworthiness certificates as required by FAR 

§91.203 (a) (1). Given the size and limited operating area associated with the 

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. The Federal Aviation Act (49 U.S.C.§44701 (f)) 

and Section 333 of the Reform Act both authorize the FAA to exempt aircraft 

from the requirement for an airworthiness certificate, upon consideration of the 

size, weight, speed, operational capability, and proximity to airports and 

populated areas of the particular small UAS. In all cases, an analysis of these 

criteria demonstrates that the small UAS operated without an airworthiness 

certificate, in the 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 restrictions and

conditions proposed. 

The small UAS to be operated here under is less than 55 lbs. fully loaded, 

carries neither a pilot nor passenger, carries no explosive materials or 

flammable liquid fuels, and operates exclusively within a secured area. Unlike 

other civil aircraft, operations under this exemption will be tightly controlled and 

monitored by both the operator and under the requirements and in compliance 

with local public safety requirements, to provide security for the area of 

operation as is now done with conventional filming. The FAA will have 

advance notice of all operations. These safety enhancements, which already 

apply to civil aircraft operated in connection with motion picture and television 

production, provide a greater degree of safety to the public and property 

owners than conventional operations conducted with airworthiness certificates 

issued under 14 C.F.R. Part 21, Subpart H. Lastly, application of these same 

criteria demonstrates that there is no credible threat to national security posed 
Saturday,	August	8,	2015

by the small UAS, 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. § 45.23 (b). Marking of the Aircraft 

The regulation requires: 

When marks include only the Roman capital letter "N" and the registration 

number is displayed on limited, restricted or light-sport category aircraft or 

experimental or provisionally certificated aircraft, the operator must also 

display on that 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-sport," "experimental," or "provisional," as 

applicable. 

Even though the small UAS will have no airworthiness certificate, an 

exemption may be needed as the small UAS will have no entrance to the 

cabin, cockpit or pilot station on which the word “Experimental” can be placed. 

Given the size of the small UAV, 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 small UAS 

marked on its fuselage as required by §45.29 (f) where the pilot, observer and 

others working with the small UAS will see the identification of the small UAS 

as “Experimental.” The FAA has issued the following 

Exemptions to this regulation to Exemptions Nos. 10700, 8738, 10167 and 

10167A. 

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

Command. 

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

Because the small UAS 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 no less than 40 hours of flight 

time with the small UAS. Unlike a conventional aircraft that carries the pilot 

and passengers, the small UAS is remotely controlled with no living person or 

thing on board. The area of operation is controlled and restricted, and all flights 

are planned and coordinated in advance. 

14 C.F.R. §91.7(a): Civil aircraft airworthiness. 
Saturday,	August	8,	2015

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 for 

maintenance and use of safety checklists prior to each flight, as set forth in 

Sections J, L and Q, an equivalent level of safety will be provided. 

14 C.F.R. § 91.9 (b) (2): Civil Aircraft Flight Manual in the Aircraft. 

Section 91.9 (b) (2) provides:

No person may operate a U.S.-registered civil aircraft... 

(2) For which an Airplane or Rotorcraft Flight Manual is not required by §21.5 

of this chapter, unless there is available in the aircraft a current approved 

airplane or Rotorcraft Flight Manual, approved manual material, markings, and 

placards, or any combination there of. 

The small UAS, 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 on 

board, 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 pilot flying the small UAS will have 

immediate access to it. The FAA has issued the following exemptions to this 

regulation: Exemption Nos. 8607, 8737, 8738, 9299, 9299A, 9565, 9565B, 

10167, 10167A, 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 flight. As FAA approved rotorcraft flight manuals 

will not be provided for the aircraft an exemption will be needed. The PIC will 

take all actions including reviewing weather, flight battery requirements, 

landing and takeoff distances and aircraft performance data before initiation of 

flight. 

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

5 

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. 
Saturday,	August	8,	2015

Small UASs and remotely piloted aircraft, by their design do not have fully 

functional 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 functional 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 the fact 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 operation 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. As this exemption is 

for a small UAS that is a helicopter and the exemption requests authority to 

operate at altitudes up to 400 AGL, or not more than 200 above an elevated 

platform from which filming is planned, an exemption may be needed to allow 

such operations. As set forth herein, the small UAS will never operate at

higher than 400 AGL with the exception that in circumstances where the small 

UAS is used to survey or photograph a structure whose height exceeds 400 

feet AGL, the small UAS will not be operated more than 100' above the 

highest point on the structure. It will however be operated in a restricted area 

with 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 small UAS 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. 

Compared to flight operations with aircraft or rotorcraft weighting far more than 

the maximum 55lbs. proposed herein and the lack of flammable fuel, any risk 

associated with these operations is far less than those presently presented 

with conventional aircraft operating at or below 500 AGL in the movie industry. 

In addition, the low-altitude operations of the small UAS will ensure separation 

between these small- UAS operations and the operations of conventional 

aircraft that must comply with Section91.119. 

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 small UAS may not have a barometric altimeter, but instead 

a GPS altitude read out, an exemption may be needed. An equivalent level of 
Saturday,	August	8,	2015

safety will be achieved by the operator; pursuant to the safety check list and 

live flight data monitoring, 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 an 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 small UAS provides approximately 20 minutes of 

powered flight. To meet the 20 minute reserve requirement in 14 CFR 

§91.151, small UAS flights would be limited to approximately 15 minutes in 

length. Given the limitations on the small UAS’s proposed flight area and the 

location of its proposed operations within a predetermined area, a longer time 

frame for flight in daylight or twilight VFR conditions is reasonable. 

Applicant believes that an exemption from 14 CFR §91.151(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 UAS, 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 risks 

that Section 91.151(a) was intended to alleviate given the size and speed of 

the small UAS. Additionally, limiting small UAS flights to 15 minutes would 

greatly reduce the utility for which the exemption will be granted. 

Applicant believes that an equivalent level of safety can be achieved by 

limiting flights to 15 minutes or 25% of battery power— whichever happens 

first. This restriction would be more than adequate to return the small UAS to 

its planned 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. 
Saturday,	August	8,	2015

(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 cabin or cockpit entrance so that it is legible 

to passengers or crew. 

The small UAS fully loaded weighs no more than 55 lbs. and is operated 

without an onboard pilot. As such, there is no ability or place to carry 

certification and registration documents or to display them on the small UAS. 

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

the ground control point where the pilot flying the small UAS will have 

immediate access to them, to the extent they are applicable to the small UAS. 

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

sample of other exceptions includes Exemption Nos. 9565, 9665, 9789, 

9789A, 9797, 9797A, 9816A, and 10700. 

14 C.F.R. §91.405 (a); 407 (a) (1); 409 (a) (2); 417(a) & (b): Maintenance 

Inspections 

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 Part43. 

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

airworthiness certificate, these sections will not apply to the applicant. 

Maintenance on the small UAS will be conducted by Derek Celedon, the 

operator. The standards and guidelines of the maintenance will be to 

manufacturer recommendations. An equivalent level of safety will be achieved 

because these small UASs 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 small UAS can land immediately and will be 

operating from no higher than 400 feet AGL. The operator will ensure that the 

small UAS is in working order prior to initiating flight, perform required 

maintenance, and keep a log of any maintenance performed. 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. 

An equivalent level of safety will be achieved because maintenance and 

inspections will be performed in accordance with the small UAS 

Manufacturer's Manual, as referenced in the Aircraft Operations Manual. As 

provided in the Operations Manual, the operator will ensure that the small UAS 

is in working order prior to initiating flight and perform required maintenance 

needed. 
Saturday,	August	8,	2015

Additional Views and Information 

Of the applicant, Derek Celedon has been involved in the building and piloting 

of remote controlled vehicles for more than 10 years. An Army Veteran and 

Government employee, who withholds the highest standards of integrity 

following rules and regulations. 

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.R 45.23(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); 91.409 (a) (2) and 91.417 (a) & 

(b) to operate commercially a small unmanned vehicle (55lbs or less) in motion 

picture, television, and commercial videography operations. 

Approval of exemptions allowing commercial operations of small UASs in the 

agriculture, real estate, and construction industry will enhance safety by 

reducing risk. Conventional aerial photography operations, using jet or piston 

power aircraft, operate at extremely low altitudes just feet from the subject 

being filmed and in extreme proximity to people and structures; and present 

the risks associated with vehicles that weigh in the neighborhood of 4,000lbs., 

carrying large amounts of jet A or other fuel (140 gallons for jet helicopters.) 

Such aircraft must fly to and from the film location. In contrast, a small UAS 

weighing fewer than 55 lbs. and powered by batteries eliminates virtually all of 

that risk given the reduced mass and lack of combustible fuel carried on board. 

The small UAS is carried to the job site. The small UAS will carry no 

passengers or crew and, therefore, will not expose them to the risks 

associated with manned aircraft flights. 

The operation of small UASs, weighting less than 55 lbs., conducted in the 

strict conditions outlined above, will provide an equivalent level of safety 

supporting the grant of the exemptions requested herein, including exempting 

the applicant from the requirements of Part 21 and allowing commercial 

operations. These lightweight aircraft operate at slow speeds, close to the 

ground but under 400 feet AGL, and in a sterile environment and, as a result, 

are far safer than conventional flight operations conducted with turbine 

helicopters operating in close proximity to the ground and people. 

Privacy 
Saturday,	August	8,	2015

All flights will occur over private or controlled access property with the property 

representative or owner’s prior consent and knowledge. Filming will be of 

people and or property who have also consented to being filmed or otherwise 

have agreed to be in the area where filming will take place. 

All flights will occur in accordance with any state or local laws regarding 

privacy. 

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

size, weight, speed, operating capabilities, proximity to airports and populated 

areas and operation within visual line of sight and national security – provide 

more than adequate justification for the grant of the requested exemptions 

allowing commercial operation of applicant’s small UAS in the agriculture, real 

estate, and construction photography and videography industry. 

Respectfully,

Derek Celedon

Owner/UAV Operator

Aerial Concepts

derekhceledon@hotmail.com

559-900-6201