May 27,2015 

U.S. Department of Transportation 

Docket Management System 

: i 

\ 

1200 New Jersey Ave., SE Washington, DC 20590 

Page 1 of 12 

Re: Exemption Request Pursuant to Section 333 of the FAA Modernization and 

Reform Act of2012, 49 U.S.C. § 44701(f), and Part 11 of the Federal Aviation 

Regulations 

Dear Sir or Madam 

Attached please find Michael J. Cavalere (MJC) a Florida Professional Surveyor and 

Mapper, License #3701, request for an exemption from the listed Federal Aviation Regulations 

to allow commercial operation of a small Unmanned Aircraft Systems ("sUASs") for aerial 

imaging and for safe and efficient surveying and mapping of secured and controlled 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 

including its accessories. MJC has reviewed the DJ/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). Attached is the full Exception 

Request. 

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

Sincerely, Ow~ Michael J. Cavalere, P.S.M. Florida Licensed Professional Surveyor and Mapper #3701 

2722 Sweet Magnolia Place 

Oviedo, Florida 32765 

mcavalere@cfl.rr.com 

Telephone 407-467-9374 

C:\Users\mcavalere\Documents\(STORAGE)\UAS\Michael J. Cavalere Application.doc 
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)(l); 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 of2012 (the 

Reform Act) and 14 C.F.R. Part 11, Michael J. Cavalere (MJC), a Professional Surveyor and 

Mapper licensed in the State of Florida, hereby applies for an exemption from the listed Federal 

Aviation Regulations ("F ARs") to allow commercial operation for a Small Unmanned Aircraft 

Systems ("sUASs") for safe, efficient and up-to-date aerial imaging of secured and controlled 

vacant and under- development 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 DJI Phantom 3 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 for use in Land Surveying and Aerial Photography. Approval of this exemption 

would thereby enhance safety and fulfill the Secretary ofTransportation'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: 

Michael J. Cavalere 

2722 Sweet Magnolia Place 

Oviedo, Florida 32765 

mcavalere@cfl.rr.com 

Telephone number 407-467-9374 

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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 ofthe 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." !d. §333( c). 

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MJC's sUASs are electricity powered, multi-rotor vehicles, weighing fewer than lOlbs. 

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 pre-established 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 ofthe 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 ofthe 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) ofthe 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 ofthe 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 surveying, mapping and aerial imaging can significantly increase 

the quality and accuracy of site evaluation and surveys and would reduce the cost compared to 

conventional methods of aerial imaging and photogrammetry. 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 general 

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. sUASs would allow for greater precision in imagery that 

would require an AGL too low for conventional aircrafts. 

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Lastly, use of sUASs at vacant sites and under-development 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 

MJC 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 for imaging and surveying operations conducted with 

helicopters and other conventional aircraft. 

MJC will be bound by the following limitations when conducting sUAS operations 

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 20 minutes or less for 

multirotor. 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 200ft and no more than 400 feet Above Ground 

Level (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 limits as defined in the Flight 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 1OOft of the flight operation. 

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10. The operator will prepare a written Plan of Activities for each site. 

11. The operator will have been trained in the safe operation of sUAS generally and 

received up-to-date information on the particular UAS to be operated. 

12. Written and/or oral permission from the relevant property holders will be obtained. 

13. 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. 

14. Ifthe sUAS loses communications or it loses its GPS signal, the sUAS will have 

capability to return automatically to a pre-determined location within the Security 

Perimeter and land. 

15. 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 which 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 to 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 by the applicant 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 controlled and monitored by the operator, pursuant to 

the Flight Manual's requirements, and under the requirements and in compliance with local 

public safety requirements, to provide security for the area of operation. 

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 

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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 s U AS 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, because of its size, 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. However, 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 

be able to visually see the identification ofthe 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 that the "Pilot in Command" operating the 

aircraft to have logged 50 hours of flight experience along with 200 take-offs and 200 landings 

with a DJI's UAS 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 ofthe 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). 

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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 small size of the aircraft and the requirements contained in the manual for 

maintenance as well as the use of safety check lists prior to each flight and as set forth in the 

manual, an 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 remote 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 will be provided in 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 

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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 Above Ground Level (AGL), or not more 

than 200 above an elevated platform from which filming is planned, an exemption is needed to 

allow such operations. As set forth by herein, except for the limited conditions stated in the 

Flight 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 activity, all affected individuals will be aware ofthe planned flight operations 

as set forth in the Flight Manual. Compared to flight operations with aircraft or rotorcraft 

weighing far more than the maximum weight 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 400 AGL in the surveying and mapping industry. In 

addition, the low-altitude operations ofthe 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, through the use of GPS technology and a GPS altitude read 

out, an exemption may be needed. An equivalent level of safety will be achieved by the 

operator, pursuant to the Flight 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 20-25 minutes of powered 

flight. To compensate the 30 minute reserve requirement in 14 CFR §91.151, sUAS flights 

would be limited to approximately 15 minutes in length or 25% battery, whichever comes first, 

which would allow for a reserve of 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. 

MJC believes that an exemption from 14 CFR (a) falls within the scope of prior 

C:\Users\mcavalere\Documents\(STORAGE)\UAS\Michael J. Cavalere Application.doc 
exemptions. See Exemption 11600 (Regulatory Docket No. FAA-2015-0527) (allowing Bartram 

Trail Surveying, Inc. 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 given their approval, 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 and 

speed of the small sUAS. Additionally, limiting the sUAS flight tirnr would greatly reduce the 

utility for which the exemption will be granted. MJC 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 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 sections and Part 43 apply only to aircraft with an airworthiness certificate, 

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

pursuant to the Flight Manual and operating handbook as referenced in the Manual. An 

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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 oftime. 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) for Photographic, Surveying and 3d 

Mapping Service Operations 

Approval of exemptions allowing commercial operations of sUASs in the surveying and 

3d mapping/scanning industry will enhance safety by reducing risk. Conventional aerial 

mapping uses larger aircraft or helicopters carrying crew members, passengers and operate 

using fuel and are very large by design. The sUAS will carry no passengers or crew, are 

very small relative to conventional manned airplanes or helicopters and therefore, will not 

expose anyone to the types of 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, 

closer to the ground and in a restricted and controlled environment, as a result, are far safer 

than conventional operations conducted with a manned 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 has agreed to be in the area where aerial photography will take place. 

Satisfaction of the criteria provided in Section 333 ofthe Reform Act of2012-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 

Photography, Surveying and 3D mapping service operations. 

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Sincerely, 

Michael J. Cavalere 

Professional Surveyor and M Tele~hone: (407) 467-9374 apper, LS 3701 (Florida). 

Email: mcavalere@cfl rr Add .. com 

ress: 27~2 Sweet Magnolia Place 

Oviedo, Florida 32765 

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C:\Users\mcavalere\Documents\(STORAGE)\UAS\ Michael . J. Cavalere Application.doc