October 6th, 2015

Jason Nacey

1818 Viscounti Drive

Sandy, UTAH 84093

U.S. Department of Transportation, Docket Operations

West Building Ground Floor, Room W12-140

1200 New Jersey Avenue, SE.,

Washington, DC 20590

VIA FEDERAL DOCUMENT MANAGEMENT SYSTEM

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

the Federal Aviation Regulations

Dear Sir or Madam:

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

“Reform Act”) and 14 C.F.R. Part 11, Jason Nacey seeks an exemption from 

Federal Aviation Regulations (“FARs”) detailed below for the following described 

Unmanned Aerial System called in this application the ME System, which 

includes an Unmanned Aircraft (UA) and ground station-based equipment and 

crew:

I (Jason Nacey) will operate a DJI Inspire 1, a small unmanned aerial system 

(sUAS) equipped with advanced flight control systems, high definition camera 

and gimbal, and advanced safety features. The sUAV will be operated by a 

responsible PIC (pilot in command) and VO (visual operator), in turn offering a 

safe and valuable experience to our clients. 

1. The DJI Inspire 1 has a maximum takeoff weight of less than 6.5 pounds 

and thus offers a lightweight, small and compact video platform compared 

to manned aircraft. 

2. The DJI Inspire 1 offers significant safety, noise, emission, security and 

environmental benefits not available to larger manned aircraft. 

3. The DJI Inspire 1 has numerous safety features such as failsafe mode, 

automatic landing should signal between PIC and UAS be interrupted, 

GPS based altitude and distance locks, flight limiting features and low 

battery warnings. 

4. Dual controllers provide the PIC (pilot in command) to focus on operating 

the sUAS while a second individual operates the camera. 

5. Inspire 1 safety features are addressed in more detail in the attached 

Inspire 1 user manual. 
The safe operation of the UAS will be the first priority before, during and after 

every operation. 

1. The DJI Inspire 1 has a maximum takeoff weight of less than 6.5 pounds 

and thus offers a lightweight, small and compact video platform compared 

to manned aircraft. 

2. The DJI Inspire 1 offers significant safety, noise, emission, security and 

environmental benefits not available to larger manned aircraft. 

3. The DJI Inspire 1 has numerous safety features such as failsafe mode, 

automatic landing should signal between PIC and UAS be interrupted, 

GPS based altitude and distance locks, flight limiting features and low 

battery warnings. 

4. Dual controllers provide the PIC (pilot in command) to focus on operating 

the sUAS while a second individual operates the camera. 

5. Inspire 1 safety features are addressed in more detail in the attached 

Inspire 1 user manual. 

The safe operation of the UAS will be the first priority before, during and after 

every operation. 

1. All sUAS operations will be conducted at Visual Line Of Sight (VLOS) at 

no more than 400 feet AGL. 

2. No sUAS operations will be conducted within 5 NM of an airport and will 

be in FAA class G airspace. 

3. No sUAS operations will occur directly over densely populated areas, unapproved government buildings, power lines, or major roads. 

4. All sUAS operations will take place during daylight hours under conditions 

equivalent to Visual Flight Rules (VFR) with the UAS no more than 1000 ft 

from the PIC. 

5. All sUAS operations will have a PIC and VO present and all operations will 

be within visual line of sight (VLOS) of both the PIC and VO. 

6. PIC and VO will be able to verbally communicate at all times. 

7. The UAS will yield to all manned aircraft at all times. 

8. All required permits and permissions will be obtained from local and state 

government should they be required. 

9. A pre-flight inspection by the PIC will be performed prior to each flight to 

assure that the UAS is safe for flight. A post-flight inspection will also be 

performed as an added level of safety. 

a. PRE-FLIGHT CHECKLIST FOR SAFE OPERATIONS OF 

DRONES

 Transmitter firmware up to date

 Drone firm up to date

 Inspect UAS for obvious defects

 Batteries fully charged

 Propellers tightened and/or locked
 ND Filter needed? Yes/No

 SD card in camera, SD card formatted

 Monitor brightness set to high & hood installed

 Antennae up

 Transmitter turned on

 UAS turned on

 Compass calibrated

 Minimum return height adjusted

 Clear frequency chosen

 UAS placed in safe launch and recover position

 Area clear of people

FLIGHT

 Warn bystanders of imminent takeoff

 Hover close for 20 seconds. Look/listen for defects

 Confirm expected stick operation

 Monitor battery power

 Keep line-of-sight with UAS at all times!

 Monitor signal strength

10.Full aircraft inspections will be completed in accordance with 

manufactures instructions. 

11.At no time shall the UAS be operated with missing or manufacturer 

unapproved parts, or in any condition that could pose a hazard to any 

other aircraft or structure or person on the ground. 

12.The sUAS will not be operated at a battery level below 20%. 

13.Prior to all UAS operations a pre-flight meeting will be held by the PIC to 

determine the parameters of flight in a given location, any hazards 

present, weather conditions, safety procedures at the specific location and 

approximate duration and route of flight.

14.The PIC will have a minimum of 10hrs flying time and operated at least 50 

individual flights of similar sUAS multirotor aircrafts. 

It is my belief that small unmanned aerial systems, used by experienced and 

responsible operators, following the policies outlined above, operating in privacy 

conscious way; will in turn offer aerial imaging to the general public in ways that 

are more cost effective, safe, and efficient than the traditional methods of 

manned aircraft. 

I. Contact Information: 
Jason Nacey

1818 Viscounti Drive, Sandy UTAH 84093

Cell: (801) 699-1211

Email: nacey@mac.com 

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

From Which Jason Nacey Requests Exemption are: 

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). 

III. The Extent of relief Jason Nacey seeks and the Reason He Seeks Such 

Relief: 

I, (Jason Nacey), 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, (Jason Nacey), 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, (Jason 

Nacey), 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 reflect in favor of an exemption for me, (Jason Nacey). My UAS utilizes 

four (4) counter-rotating propellers for balance, control and stability. My UAS is 

equipped with GPS and auto return safety technology. Weighing six point fortyseven (6.47) pounds (far below the maximum 55 pound limit); including camera 

with gimbal. 

I, (Jason Nacey), consider safety as foremost with each flight. My smallunmanned aircraft is designed to hover in place via GPS and operate in less than 

a 10 m/s wind. For safety, stability and fear of financial loss I will not fly in winds 

exceeding the manufactures guidelines. 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 Smart Mode for aerial 

videography/photography. This is the safest, most reliable and stable mode to 

prevent accident and hazard. When pilot communication is lost UAS is designed

to return and slowly descend to point of take off. 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, as 

the remote control pilot. Utilizing battery power rather than combustible fuels, 

flights generally last between ten (10) to fifteen (15) minutes, with an altitude 

under four hundred (400) feet. I, (Jason Nacey), utilize a fresh fully charged 

battery with each flight as a safety precaution; full flight time limit for each battery 

is nine eighteen (18) to twenty (20) minutes as tested. I 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 this (DJI Inspire1)

investment. I have clocked numerous practice flights in remote areas 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. All for the sake of safety. 

I, (Jason Nacey), 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. My, (Jason Nacey), UAS, used 

in hobby flight, has a demonstrable safety record and does not pose any threat to 

the general public or national security. 

IV. How Jason Nacey’s Request Will Benefit the Public As A Whole: 

Aerial videography for geographical awareness and for marketing has been 

around for a long time through manned fixed wing aircraft and helicopters. For 

small budget companies and average homeowners the expense of such aerial 

videography is cost prohibitive. Only large companies and high end Realtors or 

luxury homeowners can afford to absorb such expense. Depriving non-luxury 

homeowners and lower budget Realtors from a valuable marketing tool. Manned 
aircraft pose a threat to the public through potential catastrophic crash that 

community’s has experienced in the past with military aircraft and medical 

helicopter crashes within the areas of the United States. Each resulting in loss of 

life. Each with combustible fuel that exploded and burned on impact. My, (Jason 

Nacey)UAS pose no such threat since size and lack of combustible fuel 

alleviates any potential threat to the public. 

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, (Jason Nacey), exemption request furthers the 

public interest through academic/visual awareness of the geographical benefits in 

and around my area. My ultra lightweight 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/photo capture through my battery operated ultra light 

weight UAS's. Permitting me, (Jason Nacey), to immediately fly within national air 

space furthers economic growth. Granting my exemption request substantially 

furthers the economic impact for my community and for companies looking to 

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

advancement through academic and geographical awareness. Both of which 

serve as a stimulus to the community. 

V. Reasons Why Jason Nacey’s Exemption Will Not Adversely Affect Safety

Or How The Exemption Will Provide a Level of Safety At Least Equal To 

Existing Rule: 

My, (Jason Nacey), exemption will not adversely affect safety. Quite the contrary, 

for the reasons stated permitting me, (Jason Nacey), 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 novel, as of yet 

undiscovered safety protocols for Realtors and filmmakers that can be embraced 

by the National Association of Realtors, and local Film Commission’s for 

development in cooperation with the FAA. In addition I, (Jason Nacey), submit 

the following representations of enhancements to current aerial videography and 

photography for real estate and filmmaking: 

1. All sUAS operations will be conducted at Visual Line Of Sight (VLOS) at 

no more than 400 feet AGL. 

2. No sUAS operations will be conducted within 5 NM of an airport and will 

be in FAA class G airspace. 
3. No sUAS operations will occur directly over densely populated areas, unapproved government buildings, power lines, or major roads. 

4. All sUAS operations will take place during daylight hours under conditions 

equivalent to Visual Flight Rules (VFR) with the UAS no more than 1000 ft 

from the PIC. 

5. All sUAS operations will have a PIC and VO present and all operations will 

be within visual line of sight (VLOS) of both the PIC and VO. 

6. PIC and VO will be able to verbally communicate at all times. 

7. The UAS will yield to all manned aircraft at all times. 

8. All required permits and permissions will be obtained from local and state 

government should they be required. 

9. A pre-flight inspection by the PIC will be performed prior to each flight to 

assure that the UAS is safe for flight. A post-flight inspection will also be 

performed as an added level of safety. 

a. PRE-FLIGHT CHECKLIST FOR SAFE OPERATIONS OF 

DRONES

 Transmitter firmware up to date

 Drone firm up to date

 Inspect UAS for obvious defects

 Batteries fully charged

 Propellers tightened and/or locked

 ND Filter needed? Yes/No

 SD card in camera, SD card formatted

 Monitor brightness set to high & hood installed

 Antennae up

 Transmitter turned on

 UAS turned on

 Compass calibrated

 Minimum return height adjusted

 Clear frequency chosen

 UAS placed in safe launch and recover position

 Area clear of people

FLIGHT

 Warn bystanders of imminent takeoff

 Hover close for 20 seconds. Look/listen for defects

 Confirm expected stick operation

 Monitor battery power

 Keep line-of-sight with UAS at all times!

 Monitor signal strength

10.Full aircraft inspections will be completed in accordance with 

manufactures instructions. 
11.At no time shall the UAS be operated with missing or manufacturer 

unapproved parts, or in any condition that could pose a hazard to any 

other aircraft or structure or person on the ground. 

12.The sUAS will not be operated at a battery level below 20%. 

13.Prior to all UAS operations a pre-flight meeting will be held by the PIC to 

determine the parameters of flight in a given location, any hazards 

present, weather conditions, safety procedures at the specific location and 

approximate duration and route of flight. 

14.The PIC will have a minimum of 10hrs flying time and operated at least 50 

individual flights of similar sUAS multirotor aircrafts. 

My, (Jason Nacey), 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. While the safety record of such helicopters is remarkably astounding, 

there has been local incident involving loss of life as well as extensive property 

damage; 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 on board 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. 

 Lastly, 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. 

Accordingly, my UAS has been experimentally operated for 

familiarization/competency and will continue to operate at and 

above current safety levels. 

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

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, (Jason Nacey), 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, (Jason Nacey), 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.10 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. 

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 civil 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, (Jason Nacey)

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. 

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 noncommercial operations. Further, while helpful, a pilot license will not ensure 
remote control piloting skills. The risks attended 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, (Jason Nacey), to operate my UAS meet and 

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

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 the standard of 400 AGL, My UAS 

software will not allow it. I, (Jason Nacey), 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. 

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. 

. . .” 

These Regulations only apply to aircraft with an airworthiness certificate. They 

will not, therefore, apply to my, (Jason Nacey), 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 permit’s 

exemption from Part 21 because my, (Jason Nacey), 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, Jason Nacey 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, (Jason Nacey), small unmanned 

vehicle/lightweight unmanned aircraft vehicle in community awareness and real 

estate operations, and to develop economic platforms for real estate to enhance 

the experience of those seeking to relocate to my area. Currently, area 

awareness and real estate aerial videography/photography relies primarily on the 

use of larger aircraft running on combustible fuel. Posing potential risk to the 

public. Granting my, (Jason Nacey), 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, filmmaking areal 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 airfields. 

I, (Jason Nacey), have been informally analyzing flight information and will 

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

real estate and filmmaking 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 personnel on board 

my, (Jason Nacey), UAS and therefore the likelihood of death or serious bodily 

injury is significantly diminished. My, (Jason Nacey), operation of my UAS, 

weighing less than seven (7) pounds and travelling at lower speeds within limited 

areas will provide an equivalent level of safety as that achieved under current 

FARs. Accordingly I, (Jason Nacey), 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 submitted, 
Jason Nacey

1818 Viscounti Drive, Sandy UTAH 84093

(801) 699-1211