Kraig Kempt, Sly Dog Production, PLLC, Bozeman, MT- Section 333 Exemption Petition 

November 13, 2015 

Kraig Kempt 

105 Silverwood 

Bozeman, MT 59715 

U.S. Department of Transportation 

Docket Management System 

1200 New Jersey Avenue SE 

Washington, DC 20590 

Re: Exemption Request Section 333 of the FAA Reform Act of the Federal Aviation Regulations from 14 

C.F.R. 45.23(b); 14 C.F.R. Part 21; 14 C.F.R. 61.113(a) & (b); 91.7(a); 91.9(b) (2); 91.103(b); 91.109; 

119.121; 91.151(a); 91.203 (a) & (b); 91.405(a); 91.407(a) (1); 91.409(a) (2) and 91.417 (a) & (b). 

Dear U.S. Department of Transportation, 

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the Reform Act) and 14 

C.F.R. Part 11,1, Kraig Kempt, owner and operator of a small Unmanned Aircraft System equipped to 

conduct aerial videos and photos of real estate listings, utility inspections and film productions, hereby 

apply for an exemption from the listed Federal Aviation Regulations to allow commercial operation of 

my small Unmanned Aircraft System, so long as such operation is conducted within and under the 

conditions outlined herein or as may be established by the FAA as required in Section 333. 

My name is Kraig Kempt and I work with companies which service the real estate, utility and motion 

picture industries in Montana, experienced in flying hobby quad-copters for recreational purposes. 

I have a DJI Inspire 1 Professional and a DJI Phantom 3 Professional quad copter with the intention of 

creating aerial cinematography to assist individuals and companies unfamiliar with the geographic 

layout of Bozeman, Montana and Gallatin County, Montana and to help improve real estate listing 

presentations for agents following exemption and approval by the FAA. This will serve to augment the 

academic research experience for the Bozeman area. I further intend to add a second DJI Phantom 3 

Professional quad-copter^ to our company's inventory in the future with identical safety features and 

capabilities. 

I have flown small ultra-light unmanned aerial systems for a year that are piloted by remote control 

without incident. Recent technological developments by DJI Company now make these devices safer 

than ever before as well as more stable and easier to fly. I am committed to safety with each flight and 
Kraig Kempt, Sly Dog Production, PLLC, Bozeman, MT - Section 333 Exemption Petition 

use a strict pre-flight checklist and protocol. My, Kraig Kempt's, exemption request would permit the 

operation of ultra-light weight, unmanned (piloted by remote control) vehicle in tightly controlled and 

limited airspace^. These areas would be predetermined and away from the general public, airports, 

heliports and vehicular, as well as pedestrian, traffic for community videos and inside property 

boundaries for individual homeowner real estate listing videos and photos. 

I, Kraig Kempt, have personally created safety protocols and pre-flight checklist plan to be used in all 

flights whether for recreational or commercial purposes as the same procedures should apply to all UAS. 

These procedures are intended to avoid and prevent public hazard, as well as unmanned aircraft 

hazards. This will act to further enhance safety protocols^ exclusive to lightweight UAS's specific to real 

estate video and photography. Our DJI Phantom 3 Professional quad-copter further records all flight 

data and other information obtained through permitted flight operations to share with the FAA through 

any required FAA reporting to assist with future protocol and safety regulations. 

^-Appendix A 

^ - Appendix B 

^-Appendix C 

- DJI Phantom 3 Professional quad-copter Operator Manual 

- Bozeman, Montana 5 mile airport radius maps 

- Personal Protocols and Controls 
Kraig Kempt, Sly Dog Production, PLLC, Bozeman, MT - Section 333 Exeniption Petition 

Granting my, Kraig Kempt's, request comports with the Secretary of Transportation's (FAA 

Administrators) responsibilities and authority to not only integrate UAS's into the national airspace 

system, but to "...establish requirements for the safe operation of such aircraft systems [UAS's] in the 

national airspace system" under Section 333(c) of the Reform Act specific to the use of UAS's for 

residential commercial photography, video productions and use by real estate professionals. 

Furthermore, I, Kraig Kempt, will conduct my operations in compliance with the protocols described 

herein or as otherwise mandated by the FAA. 

For the reasons stated below I, Kraig Kempt, respectfully request the grant of an exemption allowing me 

to operate ultra light weight, remote controlled UAS's for academic community awareness to 

benefit/stimulate attraction to the Bozeman, Montana and Gallatin County areas and to enhance real 

estate listing videos for homeowners who cannot afford expensive manned aircraft for the same 

purpose. These activities will promote local economic growth through increased employment and 

increased tax base. Both with public safety in mind by keeping heavier manned aircraft containing 

combustible fuel that poses potential public hazard. If I can provide any additional information to assist 

your understanding or review of this document, please do not hesitate to contact me at 406-425-2742 

or via email at rustysquire7@gmail.com. 

I. Contact Information: 

Kraig Kempt 

105 Silverwood 

Bozeman, MT 59715 

Mobile: (406) 580-6435 

Email: kraigkempt5@gmail.com 

II. The Specific Sections of Title 14 of the Code of Federal Regulations From 

Which Kraig Kempt Requests Exemption is: 

14 CFR 21; 

14 C.F.R. 45.23(b); 

14 CFR 61.113 (a)&(b); 

14 C.F.R. 91, et seq.; 

14 CFR 407 (a)(1); 

14 CFR 409 (a) (2); and, 

14 CFR 417 (a)&(b). 
Kraig Kempt, Sly Dog Production, PLLC, Bozeman, MT - Section 333 Exemption Petition 

III. The Extent of relief Kraig Kempt seeks and the Reasons for Seeking The 

Relied: 

I, Kraig Kempt, submit this application in accordance with the Reform Act, 112 P.L. 95 §§ 331-334, 

seeking relief from any currently applicable FARs operating to prevent me, Kraig Kempt, contemplated 

commercial cinematic, academic and other flight operations within the national airspace system. The 

Reform Act in Section 332 provides for such integration of civil unmanned aircraft systems into our 

national airspace system as it is in the public's interest to do so. My, Kraig Kempt's, ultra light weight 

UAS meets the definition of "small unmanned aircraft" as defined in Section 331 and 

therefore the integration of my ultra light weight UAS is expressly contemplated by the Reform Act. I 

would like to operate my ultra light weight UAS prior to the time period by which the Reform Act 

requires the FAA to promulgate rules governing such craft. Thereby, providing direct experience and 

valuable information for formal regulation that can be administered uniformly to all real estate related 

UAS aerial video and photography. The Reform Act guides the Secretary in determining the types of 

UAS's that may operate safely in our national airspace system. Considerations include: The weight, size, 

speed and overall capabilities of the UAS's; whether the UAS will be operated near airports or heavily 

populated areas; and, whether the UAS will be operated by line of sight. 112 P.L. 95 § 333 (a). Each of 

these items reflects in favor of an exemption for me, Kraig Kempt. My UAS utilizes four (4) counterrotating propellers for balance, control and stability and has integrated GPS sensors with ground sensors 

to further safety considerations. My UAS is equipped with GPS and auto return to home safety 

technology. Weighing less than four (4) pounds (far below the maximum 55 pound limit); with all 

equipment attached. 

I, Kraig Kempt, consider safety as a foremost concern with each flight. My small unmanned 

aircraft is designed to hover in place via GPS and operate in less than a 24 knot (27.61 mph) wind. For 

safety, stability and fear of financial loss I will not fly in winds exceeding 15 knots (17.26 mph). Built in 

safety systems include a GPS mode that allows my UAS to hover in place when radio controls are 

released. With three modes to choose from, I utilize the Fail Safe Mode'^ for aerial video and 

photography. We further set the UAS's altitude governance at 200 feet meaning that it cannot exceed 

this altitude above ground level (AGL). This is the safest, most reliable and stable mode to prevent 

accident and hazard. When pilot communication is lost UAS is designed slowly descend to point of take 

off using an automated return to home feature. I do not operate my UAS near airports. Hospitals nor 

Police heliports, and do not operate near areas where general public is within fifty to one hundred (50-

100) yards depending on location, conditions and weather. I am constantly on alert for any manned 

aircraft (Police/Medical helicopters, etc.) and prepared to land/abort immediately to the nearest and 

safest ground point should a manned aircraft approach my location or I suspect manned aircraft may 

approach near my location. My UAS is capable of vertical and horizontal operations, and are flown only 

within my line of sight of me, as the remote control pilot. Utilizing battery power rather than 

combustible fuels, flights generally last between five (5) to ten (10) minutes, with an altitude under two 

hundred (200) feet. I, Kraig Kempt, utilize a fully charged battery for every flight as an added 

safety precaution and we have two spare batteries fully charged as back-ups. Furthermore the UAS 

^ - Fail Safe Mode includes safe circle for operation, position hold, self-leveling, altitude command, GPS, return to 

home feature and safety control to return home or land in the event of communication interruption between the 

Remote Control Transmitter and the UAS. See Appendix A - Operator Manual for DJI Phantom 3 Professional 
Kraig Kempt, Sly Dog Production, PLLC, Bozeman, MT - Section 333 Exemption Petition 

offers pre-sets to alert us when the battery has discharged to 30%, so there is plenty of time to land 

prior to the batteries expiration. The complete flight time for each battery is between 20 and 23 minutes 

with the 30% level generally reached within 16 minutes of the commencement of flight operations. 

I, Kraig Kempt, do not operate my UAS at or below manufacture recommend minimum charge levels for 

operation; preferring to remain well within a safe operating range to insure adequate 

communication between radio control and UAS to eliminate potential for crash, loss of control or 

hazard. Reserve batteries are at hand with each exercise to insure replacement for sufficient safe level 

of operation. I do not believe in taking risk that may cause a crash that could create hazard to the 

public/property/manned aircraft, and have no desire to lose an investment. I have clocked hundreds of 

hours of practice flights and have filmed numerous subject properties as a hobbyist simulating flights for 

future commercial use to gain familiarization with the characteristics of this specific UAS's performance 

under different temperature and weather conditions. I also practice computerized simulated flights to 

maintain adequate skills and response reflex time and regularly train on the flight simulator to keep my 

skills sharp. 

I, Kraig Kempt, am extremely cautious when operating of my UAS/ultra lightweight unmanned aircraft 

and will not "create a hazard to users of the national airspace system or the public." 112 P.L. 95 § 333 

(b). Given the small size and weight of my UAS it falls well within Congress's contemplated safety zone 

when it promulgated the Reform Act and the corresponding directive to integrate UAS's into the 

national airspace system. Kraig Kempt's UAS, used in hobby flight, has a demonstrable safety 

record with over 200 flight hours logged, receives regular maintenance and does not pose any threat to 

the general public or national security. 

IV. How Kraig Kempt's Request Will Benefit the Public As A Whole: 

Aerial video for geographical awareness and for real estate marketing has been around for a long time 

through manned fixed wing aircraft and helicopters. For small budget real estate companies and 

average homeowners the expense of such aerial video is cost prohibitive. Only large companies and 

high-end Realtors or luxury homeowners can afford to absorb such expense. This has deprived nonluxury homeowners and Realtors with less disposable income from a valuable marketing tool. Manned 

aircraft pose a threat to the public because of combustible fuels, a threat that our UAS does not have 

because it uses no combustible fuel but rather a simple lithium-ion rechargeable battery. If we travel on 

commercial airlines with our UAS then we carry on all lithium ion batteries per TSA regulations. 

Congress has already proclaimed that it is in the public's interest to integrate commercially flown UAS's 

into the national airspace system, hence the passing of the Reform Act. Granting my, Kraig Kempt's, 

exemption request furthers the public interest through academic/visual awareness of the geographical 

benefits in and around the Bozeman, Montana area. My ultra light weight UAS is battery powered 

and creates no emissions that can harm the environment. The consequence of my ultra light weight UAS 

crashing is far less than a full size helicopter or fixed wing aircraft; which are heavy, contain combustible 

fuel and can cause catastrophic devastation to the public. 

The public's interest is furthered by minimizing ecological and crash threat by permitting aerial video 

and photo capture through my battery operated ultra light weight UAS's. Permitting me, Russell M. 
Kraig Kempt, Sly Dog Production, PLLC, Bozeman, MT - Section 333 Exemption Petition 

Squire, to immediately fly within national air space furthers economic growth. Granting my exemption 

request substantially furthers the economic impact for the Bozeman community for companies looking 

to relocate or build in the Bozeman area as well as individuals looking to relocate for career 

advancement through academic and geographical awareness, both of which serve as an economic 

stimulus to the community. 

V. Reasons Why Kraig Kempt's Exemption Will Not Adversely Affect Safety Or How The Exemption 

Will Provide a Level of Safety At Least Equal To Existing Rule: 

My, Kraig Kempt's, exemption will not adversely affect safety. Quite the contrary, for the reasons stated 

permitting me, Kraig Kempt, to log more flight time in FAA controlled airspace, with communication with 

the FAA, will allow me to contribute to the innovation and implementation of new and, as of yet, 

undeveloped safety protocols for Realtors or marketing companies that can be embraced by the NAR^, 

and GAR^ for development in cooperation with the FAA. In addition I, Kraig Kempt, submit the following 

representations of enhancements to current aerial video and photography for real estate: 

I. My UAS weighs less than 4 pounds complete with a small ultra light weight high quality 4K 

resolution camera; 

II. I only operate my UAS below 200 feet (well within the 400 foot permissible ceiling set by 

the FAA Modernization and Reform Act of 2012); 

III. my UAS only operates for 10 to 17 minutes per flight (23 minutes would be at maximum 

battery capacity and we land when 30% capacity remains under all circumstances); 

IV. I land my UAS prior to manufacturer recommended minimum level of battery power; 

V. I pilot my UAS through remote control only by line of sight; 

VI. My UAS has GPS a flight safety feature whereby it hovers and then slowly lands if 

communication with the remote control pilot is lost; 

VII. My UAS has ground sensors to prevent fast landings; 

VIII. I actively analyze flight data and other sources of information to constantly update and 

enhance safety protocols; 

IX. I only operate in reasonably safe environment that are strictly controlled, are away from 

power lines, elevated lights, airports and actively populated areas; 

X. I conduct extensive pre-flight inspections and protocol, during which safety carries primary 

importance; I carry out initial research of the area to ensure it does not fall within any 

restricted areas and review weather forecasts and other pertinent information to ensure 

safe flight operations; 

XI. I always obtain all necessary permissions prior to operation; and, I have procedures in place 

to abort flights in the event of safety breaches or potential danger. 

^ - National Association of Realtor (NAR) http://www.realtor.org/ 

^ - Gallatin Association of Realtors (GAR) http://www.gallatinrealtors.com/ 
Kraig Kempt, Sly Dog Production, PLLC, Bozeman, MT - Section 333 Exemption Petition 

14 C.F.R. § 91.121 regarding altimeter settings is inapplicable insofar as my UAS utilizes 

electronic global positioning systems with a barometric sensor. 

14 C.F.R. § 91.203 (a) and (b) provides for the carrying of civii aircraft certifications and 

registrations. They are inapplicable for the same reasons described above. The equivalent level 

of safety will be achieved by maintaining any such required certifications and registrations by 

me, Kraig Kempt. 

B. 14 C.F.R. § 45.23: Marking of the Aircraft. 

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

specifications. My UAS are, by definition, unmanned. They therefore do not have a cabin, 

cockpit or pilot station on which to mark certain words or phrases. Further, two-inch lettering is 

difficult to place on such small aircraft with dimensions smaller that minimal lettering 

requirement. Regardless, I will mark its UASs in the largest possible lettering by placing the word 

"EXPERIMENTAL" on its fuselage as required by 14 C.F.R. §45.29 (f) so that I the pilot, or anyone 

assisting me as a spotter with the UAV will see the markings. The FAA has previously issued 

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

C. 14 C.F.R. § 61.113: Private Pilot Privileges and Limitations: PIC. 

Pursuant to 14 C.F.R. §§ 61.113 (a) & (b), private pilots are limited to non-commercial 

operations. I, Kraig Kempt, can achieve an equivalent level of safety as achieved by current 

Regulations because my UAS does not carry any pilots or passengers. Further, while helpful, a 

pilot license will not ensure remote control piloting skills. The risks attendant to the operation of 

my UAS is far less than the risk levels inherent in the commercial activities outlined in 14 C.F.R. § 

61, et seq. Thus, allowing me, Kraig Kempt, to operate my UAS meet and exceed current safety 

levels in relation to 14 C.F.R. §61.113 (a) & (b). 

D. 14 C.F.R. 91.119: Minimum Safe Altitudes. 

14 C.F.R. § 91.119 prescribes safe altitudes for the operation of civil aircraft. It allows helicopters 

to be operated at lower altitudes in certain conditions. My UAS will never operate at an altitude 

greater than 300 AGL; safely below the standard of 400 AGL. I, Kraig Kempt, will however 

operate my UAS in safe areas away from public and traffic, providing a level of safety at least 

equivalent to or below those in relation to minimum safe altitudes. Given the size, weight, 

maneuverability and speed of my UAS, an equivalent or higher level of safety will be achieved. 

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

The above-cited Regulations require, amongst other things, aircraft owners and 

operators to "have [the] 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 " 
Kraig Kempt, Sly Dog Production, PLLC, Bozeman, MT - Section 333 Exemption Petition 

My, Kraig Kempt's, safety protocols provide a level of safety equal to or exceeding existing rules. It is 

important to note that absent the integration of commercial UAS into our national airspace system, 

helicopters are the primary means of aerial video and photography for community awareness and real 

estate tours. While the safety record of such helicopters is remarkable, there have been incidents 

involving loss of life; it is far safer to operate a battery powered ultra light weight UAS. 

• First, the potential loss of life is diminished because UAS's carry no people onboard and I only 

operate my UAS in specific areas away from mass populations. 

• Second, there is no fuel on board a UAS and thus the potential for fire or explosions is greatly 

diminished. 

• Third, the small size and extreme maneuverability of my UAS allow me to remotely pilot away 

from and avoid hazards quickly and safely. 

• Finally, given its small size and weight, even when close enough to capture amazing images, my 

UAS need not be so close to the objects they are focused on through the technology and use of 

post editing software allowing pan and zoom without the risk of creating those effects while 

flying. 

Accordingly, my UAS has been experimentally operated for familiarity and will continue to operate at 

and above current safety levels. 

VI. A Summary the FAA May Publish in the Federal Register: 

A. 14 C.F.R. 21 and 14 C.F.R. 91: Airworthiness Certificates, Manuals and the Like. 

14 C.F.R. 21, Subpart H, entitled Airworthiness Certificates, sets forth requirements for 

procurement of necessary airworthiness certificates in relation to FAR § 91.203(a)(1). The size, 

weight and enclosed operational area of my, Kraig Kempt's, UAS permits exemption from Part 

21 because my UAS meets (and exceeds) an equivalent level of safety pursuant to Section 333 of 

the Reform Act. The FAA is authorized to exempt aircraft from the airworthiness certificate 

requirement under both the Act (49 U.S.C. § 44701 (f)) and Section 333 of the Reform Act. Both 

pieces of legislation permit the FAA to exempt UAS's from the airworthiness certificate 

requirement in consideration of the weight, size, speed, maneuverability and proximity to areas 

such as airports and dense populations. My, Kraig Kempt's, current and projected UAS's meet or 

exceed each of the elements. 

14 C.F.R. 91.7(a) prohibits the operation of an aircraft without an airworthiness certificate. As no 

such certificate will be applicable in the form contemplated by the FARs, this Regulation is 

inapplicable. 

14 C.F.R. § 91.9 (b) (2) requires an aircraft flight manual in the aircraft. As there are no on board 

pilots or passengers, and given the size of the UAS's, this Regulation is inapplicable. An 

equivalent level of safety will be achieved by maintaining a safety/flight manual delineating 

areas of where safety can be defined.^ The FAA has previously issued exemptions to this 

regulation in Exemption Nos. 8607, 8737, 8738, 9299, 9299A, 9565, 9565B, 10167,10167A, 

10602,10700 and 32827. 

^ - Appendix D Flight/Safety Manual 
Kraig Kempt, Sly Dog Production, PLLC, Bozeman, MT - Section 333 Exemption Petition 

These Regulations only apply to aircraft with an airworthiness certificate. They will not, therefore, apply 

to my, Kraig Kempt's, UAS. However, as a safety precaution I inspect my UAS before and after each 

flight. 

A Summary the FAA May Publish in the Federal Register: A. 14 C.F.R. 21 and 14 C.F.R. 91: 

Airworthiness Certificates, Manuals and the Like. 

14 C.F.R. 21, Subpart H, entitled Airworthiness Certificates, sets forth requirements for procurement of 

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

operational area of my UAS permits exemption from Part 21 because my,Kraig Kempt's, UAS meets an 

equivalent level of safety pursuant to Section 333 of the Reform Act. The FAA is authorized to exempt 

aircraft from the airworthiness certificate requirement under both the Act (49 U.S.C. § 44701 (f)) and 

Section 333 of the Reform Act. Both pieces of legislation permit the FAA to exempt UAS's from the 

airworthiness certificate requirement in consideration of the weight, size, speed, maneuverability and 

proximity to areas such as airports and dense populations. My UAS meets or exceeds each of the 

elements. 14 C.F.R. 91.7(a) prohibits the operation of an aircraft without an airworthiness certificate. As 

no such certificate will be applicable in the form contemplated by the FARs, this Regulation is 

inapplicable. 14 C.F.R. § 91.9 (b) (2) requires an aircraft flight manual in the aircraft. As there are no 

pilots or passengers, and given the size of the UAS's, this Regulation is inapplicable. An equivalent level 

of safety will be achieved by maintaining a manual. The FAA has previously issued exemptions to this 

regulation in Exemption Nos. 8607, 8737, 8738, 9299, 9299A, 9565, 9565B, 10167, maintenance 

program that involves regular software updates and curative measures for any damaged hardware. 

Therefore, an equivalent level of safety will be achieved. 

In summary, Kraig Kempt seeks an exemption from the following Regulations: 

14 C.F.R. 21, subpart H; 14 C.F.R. 45.23(b); 14 C.F.R. §§ 61.113 (a) & (b); 14 C.F.R. § 91.7 (a); 14 C.F.R. § 

91.9 (b)(2); 14 C.F.R. § 91.103(b); 14 C.F.R. § 91.109; 14 C.F.R. § 91.119; 14 C.F.R. § 91.121; 14 C.F.R. § 

91.151(a); 14 C.F.R. §§ 91.203(a) and (b); 14 C.F.R. § 91.405 (a); 14 C.F.R. § 91.407 (a)(1); 14 C.F.R. § 

91.409 (a)(2); 14 C.F.R. § 91.409 (a ) (2); and, 14 C.F.R. §§ 91.417 (a) & (b) to commercially operate my, 

Kraig Kempt's, small unmanned vehicle/lightweight unmanned aircraft vehicle in community 

Awareness and real estate operations to develop economic platforms for real estate to enhance the 

experience of those seeking to relocate to the Bozeman and Gallatin County areas. Currently, area 

awareness and real estate aerial video and photography rely primarily on the use of larger aircraft 

running on combustible fuel, posing greater potential risk to the public. Granting my, Kraig Kempt's, 

request for exemption will reduce current risk levels and thereby enhance safety. 

My UAS craft does not contain potentially explosive fuel, is smaller, lighter and more maneuverable than 

conventional real estate video and photographic aircraft with much less flight time. Further, I operate at 

lower altitudes and in controlled airspace eliminating potential public risk flying to and from established 

air fields. I, Kraig Kempt, have private pilot training and have been informally analyzing flight 

information and will compile safety protocols and the implementation of a flight operations manual for 

real estate usage that exceeds currently accepted means and methods for safe flight. Formal collection 

of information shared with the FAA will enhance the FAA's internal efforts to establish protocols for 

complying with the FAA Modernization and Reform Act of 2012. There are no passengers on board my. 
Kraig Kempt, Sly Dog Production, PLLC, Bozeman, MT - Section 333 Exemption Petition 

Kraig Kempt's, UAS and therefore the likelihood of death or serious bodily injury is significantly 

diminished. My, Kraig Kempt's, operation of my UAS, weighing less than 4 pounds and travelling at 

lower speeds within limited areas will provide an equivalent level of safety as that achieved under 

current FARs. Accordingly I, Kraig Kempt, respectfully request that the FAA grant my exemption request 

and am willing to cooperate in sharing information to benefit the FAA, safety of manned aircraft, and 

the general public at large. 

Respectfully, 

Kraig Kempt 

105 Silverwood 

Bozeman, MT 59715 

Tel. 406-580-6435