July 9

, 2015

Exemption No. 11998 Regulatory Docket No. FAA

– 2015

- 0331

Mr. Michael Joseph Indovina VI Mike Six Imaging 8000 West Manchester Ave. #222 Playa Del Rey, CA 90293

Dear Mr. Indovina :

This letter is to inform you that we have granted your request for exemption. It transmits our decision, explains its basis, and gives you the conditions and limitations of the exemption, including the date it ends.

By letter dated March 31, 2015 you petitioned the Federal Aviation Administration (FAA) on behalf of Mike Six Imaging ( hereinafter petitioner or operator ) for an exemption. The petitioner requested to operate an unmanned ai rcraft system (UAS) to conduct commercial real e state and venue photography

.
See Appendix A for the petition submitted to the FAA describing the proposed operations and the regulations that the petitioner seeks an exemption

.
The FAA has determined that good cause exists for not publishing a summary of the petition in the Federal Register because the requested exemption would not set a precedent, and any delay in acting on this petition would be detrimental to the petitioner.

Airworthiness Certification

The UAS proposed by the petitioner is a Tarot 68 0 Pro hexa

- copter

.
The petitioner requested relief from 14 CFR part 21, Certification procedures for products and parts, Subpart H

— Airworthiness Certificates . In accordance with the statutory criteria provided in Section 333 of P ublic Law 112

− 95 in reference to 49 U

. S

. C

. § 44704, and in consideration of the size, weight, speed, and limited operating area associated with the2

aircraft and its operation, the Secretary of Transportation has determined that this aircraft meets the conditions of Section 33 3. Therefore, the FAA finds that the requested relief from
14 CFR part 21

, Certification procedures for products and parts, Subpart H

— Airworthiness Certificates , and any associated noise certification and testing requirements of part 36, is

not necessary.

The Basis for Our Decision

You have requested to use a UAS for aerial data collection 1

. The FAA has issued grants of exemption in circumstances similar in all material respects to those presented in your petition. In Grants of Exemption No s

. 11062 to Astraeus Aerial ( see Docket No. FAA−2014−0352), 11109 to Clayco, Inc. ( see Docket No. FAA

− 2014

− 0507), 11112 to VDOS Global, LLC ( see Docket No. FAA−2014−0382), and 11213 to Aeryon Lab s , Inc. ( see Docket No. FAA−2014−0642), the FAA found that the enhanced s afety achieved using an unmanned aircraft (UA) with the specifications described by the petitioner and carrying no passengers or crew, rather than a manned aircraft of significantly greater proportions, carrying crew in addition to flammable fuel, gives th e FAA good cause to find that the UAS operation enabled by this exemption is in the public interest.

Having reviewed your reasons for requesting an exemption, I find that

—

 They are similar in all material respects to relief previously requested in Grant of Exemption Nos. 11062, 11109, 11112, and 11213 ;

 The reasons stated by the FAA for granting Exemption Nos. 11062, 11109, 11112, and 11213 also apply to the situation you pre sent; and

 A grant of exemption is in the public interest.

Our Decision

In consideration of the foregoing, I find that a grant of exemption is in the public interest. Therefore, pursuant to the authority contained in 49 U.S.C. 106(f), 40113, and 44701, delegated to me by the Administrator, Mike Six Imaging is granted an exemp tion from
14 CFR §§ 61.23(a) and ( c ), 61.101(e)(4 ) and (5), 61.113(a), 61.315(a) , 91.7(a), 91.119(c), 91.121, 91.151(a)(1), 91.405(a), 91.407(a)(1), 91.409(a)(1) and (2), and 91.417(a) and (b), to the extent necessary to allow the petitioner to operate a U AS to perform aerial data collection. This exemption is subject to the conditions and limitations listed below.

1 Aerial data collection includes any remote sensing and measuring by an instrument(s) aboard the UA. Examples include imagery (photography, video, infrared, etc.), electronic measurement (precision surveying, RF analysis, etc.), chemical measurement (part iculate measurement, etc.), or any other gathering of data by instruments aboard the UA.3

Conditions and Limitations

In this grant of exemption, Mike Six Imaging is hereafter referred to as the operator.

Failure to comply with any of the conditions and limitations of this grant of exemption will be grounds for the immediate suspension or rescission of this exemption.

1. Operations authorized by this grant of exemption are limited to the Tarot 680 hexa

copter when weighing less tha n 55 pounds including payload. Proposed operations of any other aircraft will require a new petition or a petition to amend this exemption

.

2. Operations for the purpose of closed

- set motion picture and television filming are not permitted.

3. The UA may not be operated at a speed exceeding 87 knots (100 miles per hour). The exemption holder may use either groundspeed or calibrated airspeed to determine compliance with the 87 knot speed restriction. In no case will the UA be operated at airspeeds greater th an the maximum UA operating airspeed recommended by the aircraft manufacturer.

4. The UA must be operated at an altitude of no more than 400 feet above ground level (AGL). Altitude must be reported in feet AGL.

5. The UA must be operated within visual line of sight (VLOS) of the PIC at all times. This requires the PIC to be able to use human vision unaided by any device other than corrective lenses, as specified on the PIC’s FAA

- issued airman medical certificate or U.S. driver’s license.

6. All operations must utilize a visual observer (VO). The UA must be operated within the visual line of sight (VLOS) of the PIC and VO at all times. The VO may be used to satisfy the VLOS requirement as long as the PIC always maintains VLOS capability. The VO and PIC must be able to communicate verbally at all times ;

e lectronic messaging or texting is not permitted during flight operations. The PIC must be designated before the flight and cannot transfer his or her designation for the duration of the flight. The PIC must e nsure that the VO can perform the duties required of the VO.

7. This exemption and all documents needed to operate the UAS and conduct its operations in accordance with the conditions and limitations stated in this grant of exemption, are hereinafter referre d to as the operating documents. The operating documents must be accessible during UAS operations and made available to the Administrator upon request. If a discrepancy exists between the conditions and limitations in this exemption and the procedures ou tlined in the operating documents, the conditions and limitations herein take precedence and must be followed.4

Otherwise, the operator must follow the procedures as outlined in its operating documents. The operator may update or revise its operating docu ments. It is the operator’s responsibility to track such revisions and present updated and revised documents to the Administrator or any law enforcement official upon request. The operator must also present updated and revised documents if it petitions f or extension or amendment to this grant of exemption. If the operator determines that any update or revision would affect the basis upon which the FAA granted this exemption, then the operator must petition for an amendment to its grant of exemption. The FA A’s UAS Integration Office (AFS− 80) may be contacted if questions arise regarding updates or revisions to the operating documents.

8. Any UAS that has undergone maintenance or alterations that affect the UAS operation or flight characteristics, e.g.

, repl acement of a flight critical component, must undergo a functional test flight prior to conducting further operations under this exemption. Functional test flights may only be conducted by a PIC with a VO and must remain at least 500 feet from other people . The functional test flight must be conducted in such a manner so as to not pose an undue hazard to persons and property.

9. The operator is responsible for maintaining and inspecting the UAS to ensure that it is in a condition for safe operation.

10. Prior t o each flight, the PIC must conduct a pre

- flight inspection and determine the UAS is in a condition for safe flight. The pre

- flight inspection must account for all potential discrepancies, e.g.

, inoperable components, items, or equipment. If the inspecti on reveals a condition that affects the safe operation of the UAS, the aircraft is prohibited from operating until the necessary maintenance has been performed and the UAS is found to be in a condition for safe flight.

11. The operator must follow the UAS man ufacturer’s maintenance, overhaul, replacement, inspection, and life limit requirements for the aircraft and aircraft components.

12. Each UAS operated under this exemption must comply with all manufacturer safety bulletins.

13. Under this grant of exemption, a PIC must hold either an airline transport, commercial, private, recreational, or sport pilot certificate. The PIC must also hold a current FAA airman medical certificate or a valid U.S. driver’s license issued by a state, the District of Col u mbia, Puerto Rico, a territory, a possession, or the Federal government. The PIC must also meet the flight revi ew requirements specified in
14 CFR § 61.56 in an aircraft in which the PIC is rated on his or her pilot certificate.

14. The operator may not permit any PIC to operate unless the PIC demonstrates the ability to safely operate the UAS in a manner consistent with how the UAS will be5

operated under this exemption, including evasive and emergency maneuvers and maintaining appropriate distances from persons, vessels, vehicles and structures. PIC qualification flight hours and currency must be logged in a manner consistent with
14 CFR § 61.51(b). Flights for the purposes of training the operator’s PICs and VOs (traini ng, proficiency, and experience

- building) and dete rmining the PIC’s ability to safely operate the UAS in a manner consistent with how the UAS will be operated under this exemption are permitted under the terms of this exemption. However, training operations may only be conducted during dedicated training sessions. During traini ng, proficiency, and experience

- building flights, all persons not essential for flight operations are considered nonparticipants, and the PIC must operate the UA with appropriate distance from nonparticipants in accordance with 14 CFR § 91.119.

15. UAS operations may not be conducted during night, as defined in 14 CFR § 1.1. All operations must be conducted under visual meteorological conditions (VMC). Flights under special visual flight rules (SVFR) are not authorized.

16. The UA may n ot operate within 5 nautical miles of an airport reference point (ARP) as denoted in the current FAA Airport/Facility Directory (AFD) or for airports not denoted with an ARP, the center of the airport symbo l as denoted on the current
FAA

- published aeronaut ical chart, unless a letter of agreement with that airport’s management is obtained or otherwise permitted by a COA issued to the exemption holder. The letter of agreement with the airport management must be made available to the Administrator or any law e nforcement official upon request.

17. The UA may not be operated less than 500 feet below or less than 2,000 feet horizontally from a cloud or when visibility is less than 3 statute miles from the PIC.

18. If the UAS loses communications or loses its GPS sign al, the UA must return to a

pre

- determined location within the pr ivate or controlled

- access property.

19. The PIC must abort the flight in the event of unpredicted obstacles or emergencies.

20. The PIC is prohibited from beginning a flight unless (considering wind and forecast weather conditions) there is enough available power for the UA to conduct the intended operation and to operate after that for at least five minutes or with the reserve power recommended by the manufacturer if greater.

21. Air Traffic Organizatio n (ATO) Certificate of Waiver or Authorization (COA). All operations shall be cond ucted in accordance with an ATO

- issued COA. The exemption holder may apply for a new or amended COA if it intends to conduct operations that cannot be conducted under the terms of the attached COA

.

22. All aircraft operated in accordance with this exemption must be identified by serial

num ber, registered in accordance with 14 CFR part 47, and have identification6

(N− Number) markings in accordance with 14 CFR part 45, Subpart C. Markings must be as large as practicable.

23. Documents used by the operator to ensure the safe operation and flight of the UAS and any documents required under 14 CFR §§ 91.9 and 91.203 must be available to the PIC at the Ground Control Station of the UAS any time the aircraft is operating. These documents must be made available to the Administrator or any law enforcem ent official upon request.

24. The UA must remain clear and give way to all manned aviation operations and activities at all times.

25. The UAS may not be operated by the PIC from any moving device or vehicle.

26. All Flight operations must be conducted at least 500 feet from all nonparticipating persons, vessels, vehicles, and structures unless:

a. Barriers or structures are present that sufficiently protect nonparticipating persons from the UA and/or debris in the event of an accident. The operator must ensure tha t nonparticipating persons remain under such protection. If a situation arises where nonparticipating persons leave such protection and are within 500 feet of the UA, flight operations must cease immediately in a manner ensuring the safety of nonparticipa ting persons ; and b. The owner/controller of any vessels, vehicles or structures has granted permission for operating closer to those objects and the PIC has made a safety assessment of the risk of operating closer to those objects and determined that it does not present an undue hazard.

The PIC, VO, operator trainees or essential persons are not considered nonparticipating persons under this exemption.

27. All operations shall be conducted over private or control led

- access property with permission from the prop erty owner/controller or authorized representative. Permission from property owner/controller or authorized representative will be obtained for each flight to be conducted.

28. Any incident, accident, or flight operation that transgresses the lateral or vert ical boundaries of the operational area as defined by the applicable COA must be reported to the FA A's UAS Integration Office (AFS− 80) within 24 hours. Accidents must be reported to the National Transportation Safety Board (NTSB) per instructions contained on the NTSB Web site: www.ntsb.gov

.
If this exemption permits operations for the purpose of closed

- set motion pict ure and television filming and production, the following additional conditions and limitations apply.7

29. The operator must have a motion picture and television operations manual (MPTOM) as documented in this grant of exemption.

30. At least 3 days before aerial filming, the operator of the UAS affected by this exemption must submit a written Plan of Activities to the local Flight Standards District Office (FSDO) with jurisdiction over the a rea of proposed filming. The 3

- day notification may be waived with the c oncurrence of the FSDO. The plan of activities must include at least the following:

a. Dates and times for all flights; b. Name and phone number of the operator for the UAS aerial filming conducted under this grant of exemption;

c. Name and phone number of th e per son responsible for the on

- scene operation of the UAS; d. Make, model, and serial or N− Number of UAS to be used;

e. Name and certificate number of UAS PICs involved in the aerial filming; f. A statement that the operator has obtained permission from property owners and/or local officials to conduct the filming production event; the list of those who gave permission must be made available to the inspector upon request;

g. Signature of exemption holder or representative; and h. A description of the flight activity, includin g maps or diagrams of any area, city, town, county, and/or state over which filming will be conducted and the altitudes essential to accomplish the operation.

31. Flight operations may be conducted closer than 500 feet from participating persons consenting to be involved and necessary for the filming production, as specified in the exemption holder’s MPTOM.

Unless otherwise specified in this grant of exemption, the UAS, the UAS PIC, and the UAS operations must comply with all applicable parts of 14 CFR includ ing, but not limited to, parts 45, 47, 61, and 91.8

This exemption terminates on J uly 3 1 , 2017 , unless sooner superseded or rescinded.

Sincerely,

/s/ John S. Duncan Director, Flight Standards Service

EnclosuresIndovina 1

To	Whom	It	May	Concern:

I	am	a	Los	Angeles	native

, active Airline	Transport	Pilot,	CFI	and	aerial photographer	operating under Mike	Six	Imaging.		This	letter	is	written	to	request	for an	exemption	to	Section	333	for	UAS	drone	filming	for	commercial	gain with	the intent	to	comply	with	all	existing	and	future	FAA	Regulations	under	the	N ational
A irspace S ystem

.
For	nearly	the	last eight	years	I	have flown as	a	full	time commercial	pilot in	traffic watch,	flight	instruction and	p a rt

- 135	on

- demand	charter	operations and	operated Mike	Six	Aerial	Imaging photography	business	and	hobby on	the	side.		In	recent word	of	the	proposed	laws	re garding	UAS	drones	I	began to decid e this	would	be	a perfect	addition	to	my	work ,	given	my	training

, extensive	knowledge and background in	this	area

. Having flown both rem otely	controlled and fixed	wing aircraft at	a	young	age give s me	a	strong and	stable foundation	in	this industry	as

my	pe rformance	has	continued	to	develope	into	an	instinct.		W ork ing in the	system for	the	past	decade	in combin ation with my	knowledge of	the	airspace, regulations and	procedures I feel that	I	would	be	an	ideal candidate	and pilot	in	the	eyes	of	the
FAA with UAS	drone operations .			I	have proven	mys elf	true	in	my	flight	career	t o date,	I	have	logged	more	than	4,500	hours	total	time	and	hold	a	jet	PIC	rating ,	with not	one	violation	of	regulations	or any incidents

.

The se recent	changes	for	usage	of	r emotely	controlled	devices	for film	and photography	create	an	advantage	to	many

, including	myself,	who have	the background	in	remotely	cont rolled	aircraft	operations	whom also	hold a pilot’s license and current medical	certifi cate. I	wish	to	support	the	growth	of	this	industry by	maintaining and	complying	with in a	strongly	structured	business	plan and FAA approval	in combin ing	my	efforts	with	you	as	the	system	continues	to grow

.

Design:

My UAS system	is	comprised of	light weight

, exceptionally strong foldable carbon fiber	frame	with six	brushless	mo tor s	with	the	capability o f	generating	over	19lbs	of lift.		Affixed	within	are	GPS,	magnetic	compass, and barometric	altitude sensors	with

a 3

- axis gyroscope to	maintain	stabilit y	and remotely controlled	via	a	radio
transmitter .		Permanently	mounted below as	payload ,	center

- ship is	a	Sony	Nex

- 5 small and	lightweight DSLR camera fixed on	a	3

- axis,	self

- righted	camera gimbal

, with	a total combined wei gh t	of less	than 2	pounds .		The UAS s hips ’ only	purpose	is to	be used	in still /motion	framed filming,	compliant	with in Line	of	Sight	control, flight altitudes well below	400	feet	a bove g round l evel with	a total combined	flight weigh t	of 8	pounds	including its twin batteries. Its	fli ght speeds	are	flown	very slow, much	below mandated	speeds	of 50kts

, and	has	four	fail

- safe	modes :	one	for radio	failure,	one	for	GPS	failures	and	2	for	battery	low	conditions.Indovina 2

To	date, I	have	kept	an	extensive	flight	log	including	maintenance	performance t ests, removal,	repair	& preventative	maintenance	with return	to service descriptions	and have	logged	over	5 hours of	flight	time

.
My	plan	is	to	offer	a	creative	twi st	to	my	photography	business	with the	usage	of	my personally	assembled dr one	to	capture shots,	reducing	the	traffic	load	on	the	NAS	by splitting	events	between the	use	of aircraft	and my drone.		My	photos	are intended primarily for	commercial	real	estate and/ or	personally invited	events,	and would not	in	any	way	adversely	affect or	jeopardize anyone’s	safety.		I	plan	to provide the level	of	safety	standards	equal	to	what’s	required	under	FAR	parts	61	and	91. My system	was	designed	with	safety	and	professionalism	in	mind,	and	shows through out my	work performance

.

Developmental, O perational H istory and	Limitations :

August	2014	design, plan and	construction	were all carefully	cons idered	when piecing	together	this	system.		The	c hoice	of	6 power

- plant motors	over 4	added	an extra	edge and added protection	from the	unexpected	event	of a	sudden, in

- flight

power	or rotor

- blade	failure.		The Flight Controller	is	manufactured	by	APM (3dr robotics ) a	vastly	tested and	trusted company	in	the	industry,	which contains	a n internal

, 3

- axis	gyroscope for	ship leveling	and a	b arometric	altitude	se nsor which offer s altitude	hold	operations.		The GPS antenna	and	on

- board	compass	module can be	used	for	position logging,	position hold ,	GPS	guided, and	return	to	launch	and/or failsafe	operations

. The	flight	controller also	transmits	pitch	& roll,	airsp eed, altitude,	magnetic	heading,	battery	vol tage,	and	GPS	latitude	&	longitudinal data	to the	ground	station	for	an	added	level	of	control. Fixe d	opposite	of	each	other	to

counter

- ba lanc e each	others weight	are	2	lipo	batteries	that	provide up	to 20
minut es	of	flight	between	sw app ing,	and are wired	in	parallel	to	cover	the	event	of	a sudden	loss	of	current from	each	other .		Redundancy	was	at	the	forefront	of	mind in the	design

.

Numerous	test flights	of	the	3	flight	modes: GPS	lock,	Return	to	Laun ch, Altitude Hold;	and	failsafe	operations: loss	of	radio	control	signal	or	low	battery	voltage triggering	either	landing or a return	to the launch	position	and land were all meticulously	and	cautiou sly executed at	a safe	and controlled	field.		Each	flight

ses sion begins	with	an	extensive	preflig ht	inspection of	all	power	plants

, propeller s and	frame	structure, flight	mode	conditions ,	flight	data	read

- out	display and	flown only	after all	have	been deemed	satisfactory	for	flight ,	pursuant	to	14	CFR	section 91.7( b) .		A	wireless	connection	to	a	base	station, a separately	powered	Apple	laptop running	APM	software	that	provides	a	up

- to

- the

- second	active	display	of the flight mode,	flight	attitude, ship altitude and airspeed,	latitude	&	longitude	position	and battery voltage.		All	maintenance	and	repairs	have

, and	always	will	be

, performed	by myself	with	compatible	and/or	identical	parts, logged and	tested	prior	to any subsequent flight. Again,	safety	is	a	key	principle	value.Indovina 3

Radio	control	is	accomplished	via	a	2.4 GHz ,	pre

- bound (singular	bonded) signal with	frequency	hopping technology to	prevent	signal	interference	or	interruption. A 933MHz	signal	is	established	between	ground	control	unit	(laptop	&	APM	software) and	APM	controller

, operated	as	an	optional	unit	f or	the displayed	flight information .		All	of	the UAS	RF signals	are	FCC	compliant.

The PIC	of	this	drone	is	myself,	Michael	Joseph	Indovina	VI,	a nd is directly responsible	for	the	operation	of	this	UAS.		I	am	an	ATP	Pilot	with over 4,500 flight hours	and hold	a	firs t	clas s	medical	certificate.		With	this UAS,	I	have currently logged	49 fli ghts,	an d	accumulated	more	than	5	flight	hours

. Medical	standards	for the	pilot	would	be	such	that	mimic	regulations	for	flight	in	aircraft	under	FAR	part s 6 1 & 91

.

F l ight	operations	would	include	myself,	a	camera	operator	and	a minimum	of	one flight	observer	to	ai d	and	assist with flight operations .		Both	assistants wi ll	obtain qualifications	of ground instruction	and a	satisfactory demonstration	of knowledge and perfo rmance prior	to any service.		The	observer’s primary objective will	be	to notify	of any	aircraft	in the proximity	to	cease flight activities,	and most	importantly for population	control to	maintain	a	clear	area in the flight environment

. A quarantined	are a	will	b e	used	for	drone	departures	& arrivals ,	including	all	flight paths

, which	will	be segregated	from any	interference	as	an	added safety	barrier. All	flight	operations	will	be	controlled	within close proximity	of	the	UAS,	within visual	line

- of

- sight (VLOS)	as	mandated	by	Section	333(b)(1).

Flight	times are not to exceed	15 minutes or operated below	a	battery	voltage	of 15.3

, equating	to landing sooner	than	80% of	the total available capacity and/ or with	a	minimum	o f	20%	battery	charge	( 6	minutes	of flight time remaining as	a

reserve

. ) Flights	are n ever to be conducted	over	people	or	a	crowd,	and	operate d at a	minimum	safe	altitude	over	objects	or	property	as	n ot	to	creat e	a	collision	hazard.
F light	altitudes	will	n ever be	conducted above	400	feet	A bove G round L evel

. Speeds operated	will	be	very	slow if	not	stationary ,	much	slower	than	already	limited and approved UAS ships	at	50 knots.			Flight s	will	be	conducted	daylight	conditions (sunrise	to	sunset.)		Operations	will	be	limited	to wind condition s	at	or	below 15 knots of	velocity and	will	at all	times	maintain	clear	of clouds .		Operations in	visible
moisture will	be	strictly	prohibited .		Any	flight	to	be	conducted	within	5	statute miles	of	a	controlled airport	will require approval	from	the	contro lling	agency	prior to	any	flight	operations.

Safety	Risks	and	Hazards:

As	with	any	aircraft,	the	primary	safety	risks	and	hazards	with	this	UAS	are	with the moving	propellers,	injury	from falling objects and	a	fire	hazard	from	the	electronics.
Contac t	with	the	propeller	while	it	is	in	motion	could	cause	serious	injuries	and could	require	hospitalization. Camera,	sensors	and	other	objects fixed	to	the	ship necessary	for	flight will	be	permanently	m ounted by	metallic screws and	in	someIndovina 4

cases adhesive	tape	an d	zip

- tie	straps	to	prevent being	dislodged from	the	ship and onto	persons	or	property below

. A	minimal	fire	hazard	could	arise	from	an unexpected	crash	and	contact	wit h	electrical	wire	or	components. By	carrying	a class	AB & C	Halon	fire extinguisher	and	a	first

- aid	kit,	f ire	and	injury risks c ould	be minimized and	contained should	these	events occur.		Flight	operations	would	be tailored	to	meet	the	need	to prepare, prevent	and reduce the	risk of	these	injuries or
events for	each	flight	by maintaining	a	clear and	unobstructed area	below	the	ship while	it	is	in	flight.

In	C onclusion:

With	my declaration of	purpose and	stated	limitations within	this	document ,	I submit	to	you	this formal request	for a	written exemption	of	Section	333 fo r	Mike Six	Imaging .		In	the	event	that	this	letter does	not	satisfy	the	requirements for	an exemption	I	respectfully	request	any	information or	correspondence	so	that	I	may provide	to	you	any omitted	material.		Again,	it	is	with	my	utmost	des ire to	comply within	your authorization

, any	and	all	limitations	placed	by	you to	minimize the potential	risks,	hazards	and/or unnecessary congestion	to	the	National	Airspace System	where	applicable,	and	eliminate	any	imposed	threats	to	any	person	or property	to	the	uni nvolved .		My longstanding support in t he	growing	aviation industry	will	continue	to build	my	reputation	of safety,	performance	and	reliability in	the	face	of	the	FAA and	the	public for	the growing NAS	structure at	the	forefront of	today’s	technology	and	changing	times with	my	operations

.

Michael	Joseph	Indovina	VI
ATP	CFI	MEI 3146873 VI@mikesix.com www.mikesix.com
8000	West Manchester	Ave.	# 222 Playa	Del	Rey,	CA	90293 805

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