GUARDIAN MANUAL

Draganflyer Guardian 

Helicopter User Manual

Version 1.6

HERO 3
Operator Notice

The responsibility to operate in a safe manner, prevent injury to persons or damage to 

property, and to take no unnecessary risks falls upon the owner and those whom the 

owner authorizes to pilot and operate the Draganflyer Guardian helicopter.

Furthermore the onus is upon each owner/authorizer/pilot to comply with all regulations 

pertinent to the use of the Draganflyer Guardian helicopter and associated components 

at the location of operation with regards to the use of airspace as well as radio 

communications. 

Draganfly Innovations Inc. does not accept any responsibility for damages or financial 

compensations which may arise as the result of an owner/authorizer/pilot failing to 

comply with any regulations which would lead to a claim against the user.

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Warning

The Draganflyer Guardian helicopter is a precision machine that is vulnerable to misuse 

and can prove to be dangerous if not properly maintained or used in an inappropriate 

manor.

Helicopters by their nature are not positively stable. Although the Draganflyer Guardian 

can maintain an attitude and a position relative to wind movement without constant 

control input; operators should always be aware of its position and be able to take 

immediate control of the helicopter to recover from an unwanted position and avoid any 

mishaps. Please completely read and understand all Draganflyer Guardian instructional 

information before attempting to fly the Draganflyer Guardian. 

To provide optimum performance, a Lithium Polymer battery powers your Draganflyer 

Guardian. The same properties that make these batteries extremely powerful and 

lightweight also make them dangerous if handled incorrectly. Please read and 

understand all information pertaining to the battery before attempting to use or charge it.

IF MISUSED THIS AIRCRAFT IS CAPABLE OF CAUSING SERIOUS BODILY HARM 

TO THE OPERATOR AND SPECTATORS AS WELL AS PROPERTY DAMAGE. ANY 

DAMAGE OR INJURY OCCURRING DUE TO MISUSE OF THIS PRODUCT IS 

SOLELY THE OPERATOR’S RESPONSIBILITY. 

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Special notice:

Throughout this manual, look for and pay special attention to these information 

boxes for tips, tricks, safety information, or serious warnings and risks, 

associated with this product.
DO NOT PLACE YOUR HANDS OR ARMS IN CLOSE PROXIMITY TO THE ROTORS 

OR ATTEMPT TO STOP SPINNING ROTORS WITH YOUR HANDS AS SERIOUS 

INJURY COULD RESULT FROM CONTACT.

THIS PRODUCT CONTAINS CHEMICALS WHICH ARE KNOWN BY THE STATE OF 

CALIFORNIA TO CAUSE CANCER, BIRTH DEFECTS AND/OR OTHER 

REPRODUCTIVE HARM.

Many common materials such as metals, plastics, glues, lubricants and other coatings 

contain chemicals in varying amount and concentrations which will cause harm if 

introduced into the human body. For further information on toxic or dangerous 

chemicals please refer to California’s Health and Safety Codes Sections 25249.5-13

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Special notice:

We are always shocked, and you might also find it hard to believe, that 

upon getting their new helicopter system many people want to take it apart 

to see how it works.

Often to their dismay, all they learn is the helicopter is as beautiful on the 

inside as it is on the outside but more times than not, they mix-up the 

motors or break something so our advice is please, just enjoy the 

helicopter, the amazing performance, and let your imagination soar with 

this incredible aerial tool.

- Understand there is no need to lubricate the motors and often people 

that don’t listen to us and do it anyway, end up damaging them.

- Please also understand that each motor is coded to a specific position on 

the aircraft so don’t get the wild idea to move a motor from the back up to 

the front. If you are experiencing a problem with the aircraft please just call 

our support line at 1-800-979-9794 or drop us an e-mail to 

support@draganfly.com.
Safety Precautions

As the pilot in command you are responsible for the safety of yourself and others 

whether it be in the immediate takeoff and landing area, or the general flight path area. 

Please take safety very seriously.

• Always wear protective eyewear.

• Do not use batteries other than those specifically designed for the Draganflyer 

Guardian; doing so may cause erratic flight performance and void the 

warranty.

• Do not fly the Draganflyer Guardian in excessive winds.

• Do not fly the aircraft system in rain.

• Do not fly near people on the ground or objects in the air.

• Do not fly near pets or other animals.

• Do not fly near high-tension lines, electrical substations, high structures or 

communication facilities.

• Be careful where you place the controller and helicopter during flight 

preparations, be sure the equipment will not be dropped or suffer an 

accidental fall as this may cause serious damage.

• Never fly this aircraft where damage to property or injury to persons may 

result if loss of control occurs. 

• Never leave the Draganflyer Guardian unattended with the battery connected. 

Make it a habit to always disconnect the battery when not flying.

• When possible fly with a spotter or observer

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Meet your Draganflyer Guardian

Congratulations and thank you for purchasing the Draganflyer Guardian helicopter 

system. Both you, and your new Guardian helicopter will have many adventures 

together. We believe this amazing aerial tool will provide you with a new perspective in 

your work, and edge to your creativity. Here’s a quick look at the helicopter:

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Efficient props and powerful 

custom made brushless motors 

provide amazing power and 

flight performance

Carbon fiber landing gear 

easily attached and removed 

for transport 

Powerful rechargeable 

LiPo battery pack 

Auto stabilization with 11 

on-board sensors.

• 3 gyros

• 3 accelerometers

• 3 axis magnetometer

• 1 barometric sensor

• 1 GPS

High intensity 

programmable 

navigation LEDs

Strong carbon fiber airframe

Draganflyer Guardian System
Contents

Chapter 1: Draganflyer Guardian Setup

This is probably the most fun chapter of all. In this chapter 

we will install the landing gear, install the battery, better 

understand the LiPo battery, discuss operating the aircraft 

safely, and get the helicopter ready for flight.

Chapter 2: Battery Safety and Charging

One of our more serious chapters but extremely important. 

Lithium Polymer (LiPo) battery technology has improved 

greatly over the years; but if not cared for properly, the 

batteries can be very dangerous.

Chapter 3: Ready for flight

You have the helicopter fully assembled, batteries charged 

and you’re excited to get it in the air, so now what? This 

chapter discusses some of the first flights and covers 

several flight training exercises.

Chapter 4: Aircraft technical data

Here you’ll find all the specifications and technical data 

required to answer many of the questions asked by your 

country agency responsible for the Air Space or the 

neighbor or friend down the street.

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Chapter 1

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HERO 3
Guardian Helicopter Setup

We had a great time building and flight testing your aircraft. In this section we’ll go over 

the steps required to assemble the aircraft in preparation for launch. Because the aircraft 

can be equipped with several different payload packages, please refer to the individual 

payload manual for details about the payload set-up and how to get the most from it. To 

attach the various payloads is simple ... simply snap in place, twist to lock, and you’re 

ready to fly.

Attach landing struts

Place the helicopter upside-down on it’s back. Take a landing strut and place it in the 

same orientation as illustrated below with the feet pointed in the correct position, then 

simply snap into place. Removal is just as simple - a good tug and they easily release.

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Get the feet pointed the 

right way - broadside to the 

inside.

Slide landing strut into the slot 

until it snaps in place. Removal is 

just as simple. 

With the helicopter upside down, 

hold the boom firmly as you snap 

the landing strut in place.
Install Flight Battery

The Draganflyer Guardian main power source is a removable, rechargeable, lithiumpolymer battery. We put extra effort into designing a battery system that was safe, easy 

to install, powerful and optimized to provide maximum flight performance. 

To install the battery roll the 

battery retainer strap out the 

back of the helicopter and 

slide the battery in 

place. 

After sliding it all 

the way into the 

battery 

compartment, fold 

the balance cable 

over the back of the 

battery and then roll 

the retainer strap up and 

over the end of the battery.

Push the strap up through 

the retainer clip and plug the 

battery into the helicopter.

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Battery retainer 

strap snaps into the 

retainer clip.

Slide battery into place and 

bring retainer strap over the 

balance cable and snap in 

Roll the battery 

retainer strap out the 

back of the 

helicopter and slide 

the battery into 

place.

Special notice:

We know you’re excited to get out flying but only connect the main power 

cable when you’re ready to get up in the air. Leaving it plugged in for any length 

of time even when powered off, will slowly drain the battery.
Helicopter assembled

The helicopter is now fully assembled and ready for flight. We strongly suggest that you 

spend a considerable amount of time practicing with the small Lil’ Draganflyer provided 

before flying the Guardian. When you think you’re ready to start flying please, for your 

first few flights, fly in very light wind conditions and without a payload to test the system 

and get acquainted with the aircraft.

In this manual we will discuss flying the helicopter and provide some tips and tricks to 

get the most from the aircraft. The actual mechanics of flying, such as details to arm the 

motors, engage motors, describe telemetry data and setting up live streaming video are 

discussed in the handheld Ground Control System (GCS) manual and also the standard 

Handheld Controller manual (HHC).

Most importantly we thank you for selecting the Draganfly product, hope you enjoy your 

flying, and believe the helicopter will prove to be an excellent aerial tool for you.

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Install helicopter payload system

Draganfly offers several different payload options for the Draganflyer Guardian system. 

Each payload has it’s own manual for more detailed information, specifications and tips 

to get the most out of the sensor.

All payloads attach in the same fashion, using a new 1/4 turn quick-lock system. As 

illustrated below installation is simple and eliminates the need for cables between the 

payload and aircraft.

To attach a payload, first make 

certain the aircraft battery has been 

unplugged from the helicopter.

Orient the payload so the locking 

pin is near the front of the aircraft 

and align the quick release plate 

with the spring loaded retainers on 

the aircraft. Rotate the payload 

clockwise until the spring retainers 

are fully engaged and the push pin 

locks in place.

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Special notice:

The helicopter battery MUST be disconnected before you either attach or 

remove the payload quick connect. Failure to do so, can damage both your 

payload or helicopter system.

Rotate the quick release plate 

into the spring loaded retainer 

until seated and front retaining 

pin is locked in place.
Removing the helicopter payload system

Removing a payload is just the reverse process where first you: 

- unplug the battery from the aircraft

- pull up, on the spring loaded retaining pin and at the same time

- rotate the payload quick connect counter clockwise

Rotate the payload until the quick connect is free from the mounting plate and carefully 

set the payload aside and/or install a different payload system. The quick disconnect is 

a good fast way to fly with multiple different payloads through the life of a mission or 

project. 

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Pull the locking pin up while 

rotating the quick connect 

counter clockwise to release 

the payload from the aircraft.

Fully engaged spring loaded 

retaining pin illustrated in the 

locked position.
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Warning - micro SD card

Pay very close attention inserting the micro SD memory card in the SONY QX100 

camera. Sony designed this memory card slot to accommodate the SONY micro 

memory stick as well as the more common, micro SD cards. Because it’s a dual purpose 

card slot it is possible to insert a micro SD card backwards or crooked. If this happens 

no images will be recorded.

Insert memory card

The logo or smooth side of the memory card faces forward when installing the memory 

card. As a rule of thumb simply remember, “logos forward” and listen for the “click” 

when it’s snapped properly in place.

When you power on the camera you should see a “green” LED to ensure the memory 

card is loaded properly.

Logo faces 

forward

Contacts face 

the rear
Chapter 2

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Lithium Battery Safety Instructions and 

Warnings

Please read and fully understand all of the instructions and warnings below before using 

or charging your lithium polymer batteries. Lithium Polymer (LiPo) batteries are 

volatile; improper use or failure to follow these instructions and warnings may 

result in fire, personal injury and/or damaged property. Draganfly Innovations and its 

affiliates assume no liability for the improper use of this battery, or failure to comply with 

these instructions and warnings.

General Guidelines and Warnings

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• Your batteries are not fully charged 

upon receiving them, the batteries 

must be charged before use.

• Use Lithium Polymer specific 

battery chargers only, such as the 

charger provided in your 

Draganflyer package. Use of any 

other type of charger can result in a 

fire which may result in personal 

injury and damage to property.

• Always keep batteries in a flame 

retardant container, such as the 

LiPo Sack included in your 

Draganflyer package during 

charging, storage and 

transportation.

• Never leave charging batteries 

unattended. When charging LiPo 

batteries you must constantly 

monitor the charging process and 

be there to react to any undesired 

results.

• If at any time the battery becomes 

swollen, immediately discontinue 

use or charging; disconnect the 

battery and place it in a safe 

observation area for 15 minutes. 

Charging a battery that has 

become swollen may result in fire.

• A safe observation area should be 

outdoors away from any property, 

vehicles or combustible material. 
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Do NOT leave a battery indoors for 

observation even if in a flame 

retardant container.

• Do not short the battery; shorts 

can cause fires. If you 

accidentally short the battery it 

must be placed in a safe 

observation area for 15 minutes. 

Be cautious of potential shorts 

and burns that may occur due to 

jewellery, such as rings or 

bracelets.

• Chemical reactions are not 

instantaneous; a battery that has 

been shorted or damaged will not 

ignite immediately; this may takeup to or longer than 15 minutes. 

Any battery that has been 

damaged or shorted, must be 

observed in a safe area for a 

minimum of 15 minutes.

• Any battery involved in a crash, 

whether deformed or not, must 

be placed in a safe observation 

area for 15 minutes.

• Discontinue use if the battery has 

been exposed to temperatures in 

excess of 170 F as indicated on 

the thermal strip attached to your 

battery.

 Charging:

• Before charging visually inspect 

the battery and connectors for 

any damage, signs of swelling, or 

any other irregularities.

• Before charging, press the battery 

test button on your flight battery 

to check the status and voltage 

level. One or more of the status 

LED’s should turn on and remain 

on while the button is held. Any 

other flashing pattern on the 

status LED’s may indicate 

damage to the battery; please 

contact Draganfly Innovations 

Technical support.

• If you are unaware of the battery 

voltage, check the voltage of the 

battery before charging.

• Do not attempt to charge a 

battery with a voltage less than 

3.3V per cell. For a flight battery 

and GCS this would be 13.3V and 

9.9V for the standard style 

handheld controller battery.
Page 17

• Never charge batteries 

unattended.

• Always keep the battery in a 

flame retardant container for 

charging.

• Allow the battery to cool to room 

temperature before charging.

• Do not attempt to charge multiple 

batteries in series.

• Do not attempt to charge multiple 

batteries in parallel.

• When selecting the cell count or 

voltage for charging, ensure to 

select the cell count and/or 

voltage that appears on the 

battery label. Selecting an 

incorrect cell count or voltage 

may result in a fire.

• Do not exceed the maximum 

charge rate current listed on the 

battery label.

• Always connect the balance 

cable between the battery and 

charger while charging or 

discharging.

• Only use a good quality charger 

rated for LiPo batteries, such as 

the charger including in your 

Draganflyer system. A low quality 

charger may damage the battery 

and result in fire.

 Storage & Transport:

• Never ship or transport a 

damaged LiPo battery.

• Store batteries at room 

temperature between 4.5 degrees 

C (40 F) and 21 degrees C (70 F).

• Do not store batteries in a vehicle 

even if in a flame retardant 

container.

• Do not store or expose batteries 

to direct sunlight for extended 

periods of time.

• Do not store batteries near a 

source of heat.

• Exposing LiPo batteries to 

temperatures in excess of 65 

degrees C (150 F) may cause 

permanent damages and 

premature deterioration to the 

battery.
Disposal:

Lithium Polymer batteries that have lost 20% of their total capacity are considered worn 

and should be disposed of. Any worn or damaged battery should be immediately 

removed from service and disposed of. Never charge or use a worn or damaged battery.

To properly dispose of a LiPo battery fully submerge and soak the battery in saturated 

salt water for 48 hours. In most locations the battery can now be disposed of in 

household waste. Please check local waste management and recycling regulations for 

disposal of LiPo batteries. Do Not dispose of batteries in fire.

For assistance or additional information on Lithium Polymer batteries please contact 

Draganfly Innovations technical support.

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• Do not expose batteries to 

temperatures in excess of 76 

degrees C (170 F). Exposure for 

longer than 2 hours may cause 

fire.

• Before travelling with LiPo 

batteries always check with your 

airline for their policies and 

regulations regarding 

transportation of LiPo batteries.

• If shipping batteries, always 

discuss safe packaging and 

shipping procedures with the 

courier.
Battery Charging System

Please fully read and understand the Lithium battery safety instructions and 

warnings section of this manual before using or charging your batteries. The 

operator assumes full responsibility for all risks associated with the use of this 

product.

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SEL

MODE

ENT/

STOP

+

-

INC

DEC

LiPo Charge[sel]

4sPACK C=3.00A

AC power 

cord

DC power 

cord

Main battery charge plug

Balance plug

C=2.70A
Your Draganflyer Guardian system comes equipped with a complete charging kit for the 

helicopter and controller batteries used with the Guardian system. The charging system 

has been designed for ease of use, portability, safety, and convenience, to keep your 

systems charged and flying. 

Included with the Draganflyer Guardian charging system is:

1 – TP610ACDC single port battery charger (users manual included)

1 – 6 wire balancer cable

1 – 2 wire charging cable

1 – Fire retardant battery charging pouch

Setup and Operation

Your charger can be powered from a 110-240 volt AC wall outlet or an 11-18 volt DC 

power source such as a car battery. If using an AC wall outlet, remove the cable from the 

case, connect it to the power input of the charger, and plug the cable into an AC outlet.

If you are using a 12V battery (car battery), connect the DC cable provided to the 

charger. After connecting the cable to the charger first, then connect the alligator clips to 

the terminals of your 12V battery (red clip to positive, black clip to negative). When 

power is applied, the charger will automatically turn on.

When the charger is powered on, the + and – buttons allow you to scroll up/down 

through menus before and during battery charging/discharging. These buttons also 

allow you to change values/settings for options after they have been selected (typically 

when flashing after pressing the ENTER button). 

The SEL/MODE button functions only when you’re not charging or discharging a 

battery. Pressing the MODE button will allow you to scroll between the three available 

modes:

• Charge/Discharge/Cycle/Storage Modes

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• Setting Data Mode

• Data View Mode

The ENT/STOP button allows you to select and validate values/settings for options that 

can be changed (using the +/– buttons to change) before and during charging/

discharging. Pressing and holding the ENTER button also allows you to start and stop 

charging/discharging.

After powering on the charger by default it’s set to ‘Charge Mode’ as illustrated above. 

Before shipping your system, your charger has been preset by our team for a 4 cell 

battery charging at 2.7 amps. 

Charging helicopter batteries

Power on the charger and connect both the 2 wire charge cable and the 6 wire balancer 

cable to the battery. Both of these connectors are polarized so there is only one way to 

plug them in.

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SEL

MODE

ENT/

STOP

+

-

INC

DEC

LiPo Charge[sel]

4sPACK C=3.00A C=2.70A
With the battery connected simply press and hold the ENT/STOP button for 3 seconds 

and the battery will start charging. At this default charger setting a full charge will take 

approximately 2 hours for a depleted battery. For a faster charge time, you can adjust 

the current(C=) up to 5.45A for the helicopter batteries only.

To increase the charging current repeatedly press the ENT/STOP button until C=2.70A is 

flashing on the display, then use the INC and DEC buttons to adjust the charging current 

to 5.45A. Press and hold the ENT/STOP button to begin charging. When the battery is 

fully charged the charger will display “F-” in the top left corner of the display screen.

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SEL

MODE

ENT/

STOP

+

-

INC

DEC

LiPo Charge[sel]

4sPACK C=3.00A

Balance port

Main power connector

C=2.70A
Charging the Handheld Controller batteries

Included with your system is the handheld Ground Control System (GCS) and a standard 

handheld controller. The GCS is powered by a smaller capacity 4 Cell LiPo battery and 

the standard handheld controller is powered by a 3 Cell LiPo battery.

Charging these batteries is just as simple as charging your helicopter battery. The 

connections are the same using the balancer cable and main power charge plug but you 

always need to remember that when charging the standard controller, you need to 

change the charger cell count from 4 to 3, and reduce your charge current.

To make this change for the standard HHC, from the main charging screen you need to 

use the ENT/STOP, INC and DEC buttons. Using these controls adjust the charger to 

3sPACK C=1.70A for the Standard controller.

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Handheld Ground Control System (GCS)

Charger setting = 4sPACK @1.7 Amps

Standard Handheld Controller (HHC)

Charger setting = 3sPACK @1.7 Amps
Summary:

The battery charger provided has been preset at the factory to charge the helicopter 

LiPo battery pack. The charger connects to the batteries or controllers using two cables. 

One cable is a cell balancer cable, and the other is the main charge cable.

When charging the GCS you need a lower charge current setting and with the standard 

HHC, both the cell count and the charge current must be adjusted.

Standard and maximum charger settings:

• Helicopter battery pack = 4sPACK C=2.70A - maximum current C=5.45A

• Handheld GCS = 4sPACK C=1.70A - maximum current C=2.70A

• Handheld HHC - 3sPACK C=1.70A - maximum current C=2.10A

For additional instructions on your battery charger please refer to the TP610ACDC 

battery charger operator’s manual included in your package

Page 24
Things you need to know

Special notice:

You might think that we’re exaggerating the issue but no, LiPo battery safety is 

something to be taken seriously. If you want to see examples of what can go 

wrong just search YouTube for LiPo fire examples. It’s common to think “this will 

never happen to me” but that’s why they call them accidents, so please take 

battery safety very seriously and here are some tips to consider:

1. When charging your batteries, always place them in a fire proof LiPo sack or 

case and be in the immediate area to listen for any errors detected by the 

charger during the charging process or if an explosion or fire takes place, 

you’re there to deal with the situation.

2. After charging is complete, always remove/disconnect both cables from the 

battery.

3. Keep your batteries out of direct sunlight or high heat conditions. For 

example don’t set them on the dashboard of your car. You want to keep the 

batteries protected, cool and safe.

4. Some people think “more is better” but no, not with a LiPo battery. Please 

only charge the batteries at the prescribed cell count and current ratings. Trying 

to “over fill” a battery will result in damage.

5. If a battery is either old or damaged in a crash follow the proper battery 

disposal guidelines provided above, by submerging and soaking the battery in 

a salt water solution. And please, some people want to try and salvage the 

power connector from the battery or the electronics but no, you are placing 

yourself in serious risk of being injured.

Page 25
Chapter 3

Page 26
Your first flight

One of the great things about a helicopter is that you can fly it a quarter-of-an-inch at-atime. And even better, you have the flexibility to fly in a wide open area, more restricted 

space, and if you have enough room, you can even fly indoors.

If you haven’t taken the Draganfly certified flight training we highly encourage you to get 

the proper training. The two day, one-on-one training is provided with the purchase of 

your helicopter system at Draganfly Innovations in Saskatoon, SK. Canada. 

In situations where it’s more cost effective to have a flight instructor fly out to your 

location versus bringing a team of three or four people to Canada, for an additional fee, 

Draganfly offers training worldwide at your location. If you have any questions about 

training, getting set-up for training, or having someone come out to your location, call 

Draganfly Innovations now.

Whether you’ve had training or not, for 

these first few flights we strongly suggest 

that you start out very slow, low, and just 

enjoy getting a feel for the aircraft and 

controls. 

Pick a day with very calm or no wind 

conditions, and simply takeoff and land 

several times because honestly, if you can’t 

comfortably takeoff and land, stop right 

there before you damage the aircraft and 

make arrangements for flight training.

Items that will be covered in this section:

• Understand the environment

• Helicopter pre-flight

• Helicopter training exercises

• Helicopter flight

Page 27
Understand the environment

If you think of your helicopter as if it were a balloon, you can quickly get an idea of the 

issues involved when flying in windy conditions. As you get more comfortable flying in 

wind, under certain circumstances letting your helicopter “float” with the wind is a good 

technique to shoot both smooth video or get crisp photos. And truly just like a balloon, 

on a strong windy day the helicopter will maintain it’s altitude and float across the sky.

The aircraft has it’s own limitations and 

based on skill level, combined with 

experience, different pilots have their own 

self imposed limitations. Quite often the 

helicopter will exceed personal limits, but 

care must be taken as you develop your 

flying skills.

And keep in mind there are different types 

of wind. Flying in straight line, steady 

winds like you find coming off a large lake 

or along the ocean are much easier to fly in 

than for example gusty, and changing 

winds, that you find in a canyon. Gusty and 

changing conditions are a challenge 

combined with strong up, and down drafts, 

that can make for an exciting day.

With experience you can comfortably fly in 

these conditions but please understand, 

this comes with experience. As the pilot in 

command, it’s your responsibility to determine if the weather conditions are suitable to 

execute the mission. Most people run into problems when they’re flying the aircraft in 

conditions beyond their skill level so it’s much better to stop the flight and wait for better 

Page 28
weather. Always keep in mind that no matter what the project, as the pilot you determine 

when it’s safe to fly.

The helicopter and wind:

Although the helicopter system is actually very sophisticated there are times when you 

might think it’s not. For example, let’s assume we’re flying in a 16kph (10mph) steady 

wind from the north. Before you takeoff, point the helicopter into the wind and because 

of your experience, you know that upon 

liftoff you’ll need to “pitch” the aircraft 

forward to penetrate the wind and 

maintain a hover position. In this 

scenario the helicopter is flying forward 

at 16kph (10mph) to maintain 0mph 

ground speed in the hover.

As you’re hovering in the wind, lets 

assume you gain a little altitude and if 

you were to “yaw” the helicopter, you 

know in advance of this maneuver, that 

you will need to apply pitch and roll to 

maintain the hover as the heading of 

the aircraft changes. As the pilot, when 

ever possible you want to mentally 

“stay ahead” of the aircraft. 

So in this example we’re hovering at 3 

meters altitude, the helicopter is 

pointed straight into the wind blowing 

at a steady speed of 16kph (10mph). To 

maintain a static hover position we 

must pitch the aircraft forward to 

essentially be flying at 16kph (10mph) 

into the wind. Under these 

Page 29

WIND 16kph (10mph)

Pitch is required at 

takeoff to maintain 

a hover position in 

the wind
circumstances our ground speed is 0mph. If we begin to yaw the helicopter clockwise 

90 degrees, we know that through the rotation of the aircraft, we’ll need to introduce left 

roll, and reduce forward pitch, as the aircraft rotates to maintain the hover position.

Page 30

WIND 16kph (10mph) WIND 16kph (10mph) WIND 16kph (10mph)

To hover in this scenario 

requires pitch forward to 

match wind speed and 

maintain position

As you yaw clockwise you must 

introduce some roll during the 

aircraft rotation to maintain 

position

When helicopter approaches 90 

degrees into the wind, pitch is 

reduced and roll increases 

because the helicopter is now 

flying sideways into the wind
When the helicopter reaches the 90 degree clockwise position, the nose of the aircraft is 

now pointing east. To maintain a steady hover, we’ll need to control the aircraft with roll 

“left” because the helicopter is now broadside to the wind, flying sideways at 16kph 

(10mph).

At first this might sound complicated but with experience, flying the aircraft in different 

conditions is a learned skill that you’ll develop.

GPS position hold and wind:

If you’re out shooting photos or flying a mission there might be special occasions when 

you want to manually fly the helicopter to maintain a stationary hover as described 

above. However, most often, you will manually fly the aircraft into the desired position 

and assuming you have enough GPS satellites, switch the aircraft into a GPS position 

hold and let the autopilot do the work for you.

In the previous example we assumed you were manually flying the helicopter to maintain 

a stationary hover in a 16kph (10mph) wind. Let’s use that same scenario again, but 

illustrate the benefits of using the GPS position hold feature.

At takeoff you want to mentally “stay ahead” of the aircraft and be prepared to “fly” the 

helicopter from the moment the skids leave the ground. Assume the helicopter is 

pointed straight into the wind so at takeoff, you will apply pitch as required to maintain a 

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Special notice:

With a GPS position hold in windy conditions the aircraft will move around and 

experience variations in altitude. Do not be alarmed; this is normal. If movement 

becomes excessive resume manual control of the aircraft.
hover. When you’re happy the helicopter is behaving properly, you increase throttle to 

gain altitude and move pitch even more forward and fly away into the wind.

When you have flown the aircraft into the desired position, slow the aircraft into a good 

stable hovering position, double check your aircraft GPS position accuracy and switch 

the aircraft into a GPS position hold. 

The helicopter will automatically hold its position, altitude and heading. If you wish to 

either reposition the aircraft or yaw the aircraft to change heading, you can do this even 

when the aircraft is in a GPS position hold. Clearly the primary benefit of the GPS 

position hold feature is to dramatically reduce the pilot involvement to maintain a hover 

position. This frees the pilot to focus more attention on getting the perfect photo, 

searching an area, or conducting the mission.

Forward flight & ballooning:

Because the helicopter is primarily flying in altitude hold mode you will notice a tendency 

for the aircraft to balloon (rise or fall) when coming to an abrupt stop. There is nothing 

wrong, nothing is broken; its only because altitude is controlled by the barometric sensor 

onboard the aircraft.

When the aircraft is traveling fast and comes to an abrupt stop the barometric pressure 

in the body of the aircraft changes suddenly, causing the aircraft to either rise or dip.

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Special notice:

The aircraft will rise slightly or drop when making fast or abrupt changes to 

speed. You might also see altitude variations hovering in strong winds or even 

flying indoors on very windy days due to changes in air pressure.
When you’re flying in strong gusty winds whether you’re in a GPS position hold or flying 

manually, you will see some variation in altitude resulting from sudden pressure changes. 

Even flying indoors on very windy days you will see changes in altitude because of the 

varying air pressure inside the building. 

It’s important that you understand this and again we stress, that you need to “stay 

ahead” of the aircraft by anticipating what the aircraft will do when you’re out flying.

Extreme temperature conditions:

The Draganflyer systems have been rigorously tested in extreme temperature conditions 

not just for a few weeks or months, but for years of operation. The aircraft perform well 

in these harsh conditions but when you’re dealing with extremes, some precautions are 

required. First and foremost is the safety of the pilot, crew and people supporting the 

mission.

In regards to the helicopter, in extreme cold it’s advised to keep your LiPo batteries 

warm before use. Once the batteries are under load they will start to generate their own 

heat but to get the best performance a warm (not hot) battery will deliver the type of 

power you are use to seeing.

In very hot temperatures it’s important to keep the batteries out of direct sunlight and 

out of containers that might get very hot. For example if you place the batteries in a 

small black pelican style case, yes, they are out of direct sunlight but the air temperature 

inside the case may be very hot. Batteries exposed to temps in the range of 65 to 76 

degrees C (150 - 170 degrees F) will be damaged.

When you are flying mid-day or late in the afternoon be aware of heat generated 

thermals. Unless a thermal is raising dust on the ground they are invisible to the naked 

eye. Along the outside edge of a thermal you often find very strong vertical down-draft 

wind currents. At the center of the thermal, very strong up-draft wind currents. Flying 

into a thermal is first detected by a sudden rise in helicopter rotor rpm as the autopilot 

tries to maintain altitude, while the aircraft is being pushed down by the strong wind 

along the outer edge of the thermal.

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The best way to recover from this situation is to “fly out” of the thermal. When you hear 

or see this take place your first instinct is to increase throttle and assist the autopilot, but 

at the same time, try to turn away and fly forward out of the thermal.

Does this happen very often? No, but we take the time to point this out because it’s one 

of the dangers flying in very hot conditions mid-day or later in the afternoon hours. 

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Special notice:

Thermals are invisible to the naked eye but most commonly occur on very hot 

days mid to late afternoon in flat areas and mixed terrain such as large asphalt 

parking lots and large open fields.
Helicopter preflight

Just like a real aircraft it is very important to pre-flight the Draganfly helicopter to make 

sure it’s airworthy. We recommend a static on-the-ground pre-flight as illustrated below, 

and once you have taken off, we suggest a second flight check in a hover to make sure 

the aircraft and system are behaving properly. If you have any doubt, or suspect a 

problem, either cancel the mission or abort the flight until the problem is corrected.

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Check your props to make sure 

they are properly secured and 

double check props for nicks, 

cracks or damage. If damaged 

replace before flying.

Double check and make sure 

landing gear is firmly locked in 

place.

If you are flying with a 

payload, make sure itʼs 

attached firmly and 

operating properly before 

take-off.

Spin all motors by hand 

to make sure they spin 

smoothly.

Install a freshly charged 

flight battery.

Draganflyer Guardian System 

Pre-flight Check
Pre-flight system checks:

As illustrated above it’s very important to pre-flight your aircraft before every flight. The 

system pre-flight is a quick but important procedure to follow even between flights. 

Never take anything for granted because more times than not, when you “assume” 

something is okay, that is the day you experience a problem.

Boom check

Check to make sure all four of the booms are locked in place and inspect each of the 

boom lock clips to make certain they are not cracked or showing signs of wear. If any of 

the clips are loose or damaged service the aircraft before flying.

Canopy check

Visually inspect to insure all canopy screws are in place and tight. For anyone that has 

experienced an in-flight canopy failure the results can be catastrophic.

Motor check

Rotate the prop on each motor slowly for one or two revolutions to check and make sure 

the motor is not binding. After a slow spin test, using your finger, give the prop a good 

fast spin and listen to the motor. Make sure to check all four motors and if you suspect a 

problem do not fly the aircraft and contact Draganfly.

Prop and prop installation check

Inspect the props for nicks, dents, cracks and insure they are secured properly. If a prop 

is damaged either replace the prop or abort the flight. If you suspect a problem do not 

fly the aircraft.

Landing gear

Make certain each landing gear strut is extended and locked firmly in place. Also take 

this time to look them over carefully for any cracks or possible damage from a hard 

landing.

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Aircraft payload

If you are flying with a payload, make certain the quick release mount is fully engaged 

and that the locking pin is seated properly.

Antenna orientation

This is also covered in the handheld controller manuals but please note, the strongest 

signal is achieved when the antenna is perpendicular to the aircraft. The weakest signal 

is off the “tip” of the antenna. Many people position the controller antennas sideways or 

on the GCS, pointing straight back off the controller.

Control system check

Check to confirm the handheld controller is communicating with the aircraft and execute 

a few quick tests before getting the helicopter in the air. If you are not familiar with using 

either the standard Handheld Controller (HHC) or the handheld Ground Control System 

(GCS) refer to their specific manuals for in-depth details about their operation and 

control over the aircraft.

Variable aircraft and HHC/GCS settings:

And what we’re referring to is aircraft settings that are most often used such as 

Navigation LED brightness, Altitude limit, GCS display brightness, GCS volume and your 

camera gimbal tilt angles. You want to double check these settings to make sure they 

are to your personal or mission specific preferences before getting in the air.

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Special notice:

Avoid pointing the handheld controller antennas directly at the aircraft. The 

signal will be degraded if the “tips” of the antennas are pointed at the aircraft. In 

the event of a datalink error, quickly move the orientation of the controller.
For example if you’re conducting flight training indoors, setting the alitiude limit for the 

room will help prevent you from going into the ceiling, or flying for example a mission 

under a bridge or overhanging structure. Setting the limit will some buffer is a good idea 

to help prevent an accident. 

The list below details a control system check using the handheld GCS:

• Power-on the HHC or GCS and power on the helicopter.

• The HHC or GCS will boot-up and the helicopter navigation lights will begin 

blinking 

• Establish the wireless connection between the HHC or GCS and the aircraft.

• When connected, you will see aircraft telemetry displayed on the HHC or GCS.

• Because the motors are NOT ARMED, you can raise the throttle to test the HHC/

GCS and helicopter data link.

• As the throttle is increased, the rear, white navigation lights will blink faster.

• If the payload is attached to the aircraft you can also tilt the camera and if the 

camera is powered on, take a photo using the shutter button on the HHC or the 

GCS.

• Take this time to also test the live streaming video link. With the camera powered 

on and the video network established, select the blue “play” arrow displayed on 

the video screen to enable streaming video.

Documentation and observers:

Log book entries

There’s an old saying that your work isn’t done until the paperwork is completed. Very 

few people enjoy paperwork but when it comes to operating an aircraft it’s an important 

and valuable part of the job.

Included with your system is a Draganfly Systems Log Book and we highly recommend 

that you get into the habit of using it. The log book will detail flight times, any problems 

encountered, what batteries were flown and most importantly it’s a good place to 

“match-up” comments about a flight with the flight data log recorded on the GCS or 

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HHC. In the long run you will find the comments, history and information recoded in the 

log book to be of great value. Please use the log book.

Spotter or observer

In some countries it’s a requirement to have a trained spotter or observer working sideby-side with the pilot in command. Check with your local air space regulatory agency to 

understand the operating requirements in your country.

And whether it’s a requirement or not, it’s often a good idea to have a spotter or 

observer. The Draganfly aircraft camera controls can be wirelessly slaved to an observer 

handheld controller, and working together, the pilot and observer fly the mission much 

the same as what’s done in full size aircraft. 

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Flight drills

After your flight training it’s important to keep flying and hone your flying skills. We have 

seen instances where people have come back for the training of two, three or four pilots 

but they only have one helicopter system. Over time it works out that one or two people 

are the primary pilots and the others are not able to fly often. Because they are not flying 

on a regular basis they quickly loose their skills and confidence.

If you can’t afford multiple Draganfly systems another approach is to compliment the 

helicopter system with an inexpensive aircraft like the “Lil’ Draganflyer” that is provided 

along with your purchase. The Lil’ Draganflyer is not as sophisticated but it serves as a 

good training platform to maintain your basic flight skills.

Understand that just “flying 

around” isn’t practice. To really 

practice your skills you need 

to have clear goals and fly 

structured flight drills. 

You were exposed to flight 

drills during your Draganfly 

training and we encourage you 

to continue running drills with 

the same course using small 

soccer or traffic cones flying 

either your Draganflyer 

Guardian system or the Lil’ 

Draganflyer pictured here.

The following provides some suggested ideas for various flight drills and feel free to get 

creative and create some of your own. The important thing is to have clear goals and fly 

over a course of specific objects to provide some form of measure to determine how 

well you are doing. For example flying with the helicopter “nose-in” in a stationary hover 

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over a cone for one minute, rotate 90 degrees over the same cone and hold for one 

minute. With clear goals you will get results.

Training course:

A typical exercise course is created using 9 small 

traffic or soccer cones. The spacing between the 

cones varies on the size helicopter you are flying and 

the amount of space that you have available. With 

Draganfly training we will often use the training 

course for indoor flight instruction but the same 

exercises can be run outdoors on a much larger 

scale.

You can master the flight drills indoors and simply 

moving outdoors, creates an interesting challenge by 

simply having to deal with wind and the environment.

Flight exercise #1 - practice hover:

In this exercise you will simply takeoff, hover briefly and move out over a practice cone 

in a stationary hover.

• Keep the helicopter at chest height and hover over the center cone

• Hold hover position for one minute

• Remain over the center cone and yaw the helicopter 90 degrees

• Hold hover position for one minute

• Repeat this sequence for a complete 360 rotation over the center cone

• Return and land

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Typical training course layout using 9 cones
Flight exercise #2 - practice roll:

During your Draganfly flight training you might recall the term “safety position”. The 

navigation LEDs on the Draganfly helicopters are very bright and at the rear of the 

aircraft you see two bright white LEDs. When both of these LEDs are pointed in your 

direction we call this the safety position because the helicopter heading is pointed in the 

same direction you are. This makes it easier to fly the aircraft because if you roll right, 

the aircraft moves right. You move pitch forward and the helicopter goes that direction.

The LED navigation lights on the Lil’ Draganflyer have been setup to match the Draganfly 

helicopter systems and whenever in doubt, always yaw the helicopter to the safety 

position and recovering from a disorientation problem will be much easier.

In this exercise you will fly in the safety position, meaning the rear of the aircraft will be 

pointed at you at all times.

• Keep the helicopter at chest height and hover over the center cone

• Hold hover position for thirty seconds

• Slide the helicopter sideways over the right middle cone

• Hold hover position for thirty seconds

• Slide the helicopter left back over the center cone

• Hold hover position for thirty seconds

• Slide the helicopter left over the left middle cone

• Hold hover position for thirty seconds

• Slide the helicopter right to get back over the center cone

• Hold hover position for thirty seconds

• Return and land

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Flight exercise #3 - practice pitch:

This exercise is very similar to what we just did in exercise number two except we’re 

primarily using pitch to change our position moving forward and backwards over the 

course.

• Keep the helicopter at chest height and hover over the center cone

• Hold hover position for thirty seconds

• Slide the helicopter forward over the far middle cone

• Hold hover position for thirty seconds

• Slide the helicopter left back over the center cone

• Hold hover position for thirty seconds

• Slide the helicopter back over the rear middle cone

• Hold hover position for thirty seconds

• Slide the helicopter forward to get back over the center cone

• Hold hover position for thirty seconds

• Return and land

Flight exercise #3 - practice pitch & roll:

It’s now time to combine the two movements of pitch and roll to move around the 

training course. Do your best to maintain a constant altitude, take it slow and hold your 

hover position over the cones always flying in the safety position at all times.

You can fly several different patterns in different directions so have fun with this but 

again, always hold your hover over each target cone. If you just go sailing past a cone 

you’re flying the helicopter but you’re not developing the skills required to control the 

helicopter. There is a big difference between just flying and really being in control.

• Keep the helicopter at chest height and hover over the center cone

• Hold hover position for thirty seconds

• Slide the helicopter forward over the far middle cone

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• Hold hover position for thirty seconds

• Slide the helicopter left over the far left corner cone

• Hold hover position for thirty seconds

• Slide the helicopter back over the rear left corner cone

• Hold hover position for thirty seconds

• Slide the helicopter right to the rear far right cone

• Hold hover position for thirty seconds

• Slide the helicopter forward to the front far right cone

• Hold hover position for thirty seconds

• Slide the helicopter left over the far center cone

• Hold hover position for thirty seconds

• Slide the helicopter back over the center cone

• Hold hover position for thirty seconds

• Return and land

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Flight exercise #4 - practice combined pitch & roll:

It’s now time to keep the helicopter in a safety position but slide the helicopter on the 

diagonal from corner to corner. To accomplish this you will need to move the helicopter 

in both pitch and roll to create the diagonal movement. When you get to a corner, hold in 

a hover for 30 seconds and slide sideways to the next corner, then back on the diagonal.

Flight exercise #5 - 90 degrees out:

The exercises get a little more difficult as we move away from the safety position. The 

secret to maintain your orientation is to mentally place yourself inside the helicopter. If 

you can mentally see your surroundings from the perspective of the aircraft, you will 

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always know whether you need to pull roll or pitch one direction or the other, to maintain 

proper control.

Earlier in the manual we also discussed the concept of “staying ahead” of the aircraft. 

Remember you’re the one that’s in control. Much like an F1 driver, at the speeds they’re 

traveling the racers adjust their entry speed and start to turn, before they get to a corner. 

And as the pilot in command as best as you can, you need to mentally stay ahead of the 

aircraft.

For this exercise you will: 

• fly out to the center cone and hover for 30 seconds

• yaw the helicopter 90 degrees clockwise and hover for 30 seconds over the cone

• yaw back to your safety position and hover for 30 seconds

• yaw 90 degrees counter clockwise and hover 30 seconds staying over the cone

• yaw back to your safety position and hover for 30 seconds

• return and land

Don’t make things anymore difficult than they are already. When you’re 90 degrees out 

either clockwise or counter clockwise and you want to get back to your safety position, 

always take the shortest path around. For example if the nose is 90 degrees clockwise 

pointing to the right, when you yaw back to your safety position, yaw counter clockwise. 

Why? Because if you were to continue yawing clockwise the helicopter requires another 

270 degrees of rotation to regain your safety position. Remember to mentally stay ahead 

of the aircraft to anticipate your control inputs.

Flight exercise #6 - nose in:

Practice your 90 degree out flying quite a bit before you launch into nose-in flying. With 

the 90 degree out orientation have some fun and fly different patterns around the 

training course. And you might think it sounds silly but this can be mentally tiring so take 

a few breaks between these practice drills.

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With nose-in flying you’ll hear some people say “all the controls are backwards” but 

honestly don’t fall into that trap. If you think this way, you will struggle with nose-in flight 

for the rest of your life. It’s a mental leap to get yourself into the cockpit of that aircraft 

but you can do it. When you’re out flying the helicopter in flight drills or a specific 

mission, imagine your surroundings from the viewpoint of the helicopter. If you can do 

this - flying nose-in is easy.

Take your time and work your way into it:

• fly out to the center cone and hover for 30 seconds

• yaw the helicopter 45 degrees clockwise and hover for 30 seconds over the cone

• yaw another 45 degrees clockwise and hover for 30 seconds over the cone

• yaw another 45 degrees clockwise and hover for 30 seconds over the cone

• yaw another 45 degrees clockwise and at this point the helicopter is nose-in, 

pointing straight at you. Hover over the center cone for 30 seconds

• yaw 180 degrees clockwise to your safety position and hover for 30 seconds

• return and land

Flight exercise #7 - combined skills:

By now you are very comfortable flying the aircraft in several different orientations so at 

this point try different exercises flying around the training course, taking time to stop, 

think, and hover over target cones.

And there is no such thing as style points, so if you’re more comfortable turning your 

body or the controller to help with your control/orientation of the aircraft go ahead and 

do what works for you.

Enjoy your flying!

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Helicopter flight

Leading up to this section we’ve talked about wind, temperature, basic pre-flight checks 

and training exercises. And as we’ve said before, the great thing about a helicopter is 

that we don’t need to be going 56kph (35mph) to takeoff like an airplane; the helicopter 

can be flown a quarter-of-an-inch at a time, meaning you can take things at your own 

pace.

Before you take the helicopter up high or far away, you need to be in control at closer 

distances and lower altitudes so please take it low, and slow, to get started. The 

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illustration above is no joke, in operation at altitude, the helicopter gets very small very 

quickly.

In this section we’ll cover flying the aircraft but keep in mind we won’t be covering the 

detailed interaction with the handheld controllers. We assume that you have already 

looked over the start-up guide or handheld controller manuals and are familiar with 

connecting to the aircraft, arming the motors, engaging motors, engaging a GPS hold, 

and all the steps required to disarm, and disengage motors.

If you have no idea what we’re talking about - stop now, and read over the GCS and 

handheld controller manuals.

Getting ready:

For your first flight it’s a good idea to get out by yourself on a nice calm day. We’ve had 

many people contact us after either crashing or loosing their aircraft because they went 

out with a friend, or group of friends and instead of listening to common sense they were 

listening to their friends say ... how high will it go, how fast will it go and under peer 

pressure have done something they were not ready for. On the other hand, if you have a 

friend that get’s you to slow down, to think things through, and error on the cautious 

side, they would be good to have by your side.

Safety

We talk about safety a lot because in the end, safety, and the safe operation of the 

aircraft is your responsibility. When the props are spinning and when the helicopter is in 

the air it can potentially hurt someone if it is flown into them or drops on them. Just like 

a real helicopter pilot that’s scanning for places to set-down the helicopter in the event 

of an emergency, you need to be thinking about the people and property around and 

below the aircraft.

If you don’t wear glasses, you and anyone near you should be wearing safety glasses. 

We provided you with one pair and if you need more, you can contact us or even better, 

purchase a couple pair locally to have on hand. Your eyes are a precious thing not easily 

repaired, so take all the steps required to protect them.

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For your first flights if you’re flying indoors make sure you have looked around the 

immediate area and along the ceiling, or roof area, to make sure there are no dangling 

strings, ropes or wires. Quite often people will hang a sign or something but when it 

comes time to take things down, the sign is gone but the cables or wires are still left 

hanging there.

If you’re flying outdoors be aware of the wind and other people in the immediate area. 

Ideally you want the sun to your back, light or calm wind conditions and no people 

around.

Pre-flight

Go through the list of pre-flight items we discussed earlier and double check to make 

sure everything is in good working order. Run through the pre-flight to inspect:

• Boom check

• Canopy check

• Motor check

• Prop check

• Landing gear check

• Payload check

• Handheld controller battery

• Handheld controller antenna orientation

• Variable aircraft and GCS parameters check

• Control system check

• Fully charged helicopter flight battery

Look over the area

Whether you’re indoors or outside look around the immediate area and think of places to 

easily set the aircraft down if needed. Also position any people or helpers behind you 

and instruct them to stay in one area.

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If you’re flying in a public area be aware that people will be curious and often in flight 

you’ll be happily hovering the helicopter and all of a sudden someone will speak-up and 

ask you a question. You didn’t even notice them approach you so it can be startling to 

find you have one or two people with you. Often people have several questions so it 

might just be better to bring the aircraft back, land, power down, answer their questions 

and before you know it they are gone. If you think it’s dangerous to drive a car while 

talking on the phone it’s even more dangerous to be distracted while flying.

Power on systems

Okay, time to power-up the helicopter and either the GCS or standard handheld 

controller.

• Power-on the GCS or standard controller

• Power-on the helicopter

• Position helicopter pointing into the wind if any

• Establish wireless connection between controller and helicopter

• Double check telemetry, battery health, signal strength and GPS satellites

It’s time to takeoff

Assuming everything looks good it’s time to takeoff. Step back away from the aircraft at 

least 3 to 5 meters (10 -15 feet) and if anyone is with you, make sure they have eye 

protection and are standing back behind you.

• Clearly announce that you are taking off

• Arm the motors

• Engage motors and ensure all props are spinning

• Scan the immediate area and double check your airspace to be clear

• Execute an automatic takeoff

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When you execute an automatic takeoff the prop speed will increase and the helicopter 

will come up off the ground and settle at an altitude of about 1 meter or 3 feet. In this 

manual we have talked about “staying ahead” of the aircraft so keep in mind that as 

soon as the helicopter comes up you’re flying the helicopter. You will need to control 

pitch, roll and yaw to maintain a stationary hover as the helicopter comes up to it’s 

target takeoff altitude.

During takeoff the throttle control is basically locked out until the aircraft reaches the 

target altitude. Often you’ll see the helicopter bounce a little or make a subtle movement 

when the time out expires and at that point you can increase altitude.

Get some altitude

By default the helicopter is flying in altitude hold mode. The autopilot uses barometric 

pressure to sense altitude so when you increase the throttle, what you’re really doing is 

requesting the autopilot to increase and set a new altitude.

Bring the aircraft up to a comfortable altitude somewhere around chest height and keep 

the aircraft in a steady hover to get a feel for the aircraft and conduct a secondary 

preflight to make sure all the controls are functioning properly.

Landing and disconnect

For this first flight let’s bring the aircraft down for a landing. Keep the helicopter in a 

stationary hover and slowly decrease altitude. As the skids near the ground the 

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Special notice:

Understand when the aircraft comes up off the ground you are “Flying the 

aircraft”. The autopilot is controlling altitude during takeoff but you are 

controlling the pitch, roll and yaw to maintain a hover.
helicopter will hit what’s called ground effect, being buffered by the prop downwash and 

creating a cushion of air. At times it feels like you have to push the aircraft down to the 

ground so as you get close to the ground keep descending and when the skids touch, 

pull the throttle all the way back, and disengage motors.

• Decrease altitude

• When helicopter is down, pull throttle all the way straight back

• Disengage motors

• Disarm motors

• Disconnect from aircraft

• Power down systems

Let’s do some real flying:

In the beginning you need to run through flight drills with your helicopter and get really 

good at taking off and landing. If you can’t takeoff and land or you’re really nervous 

about it, you need to be comfortable doing this before you consider flying around higher 

or further away. So for now, let’s assume you can easily fly all the flight drills and 

without even breaking a sweat, takeoff and land in varying environmental conditions.

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Special notice:

When you land the aircraft and pull the throttle all the way back it’s very 

important to pull straight back. If not you’ll introduce a yaw command and the 

helicopter will attempt spinning around on the ground. 

Also keep in mind the throttle needs to be pulled straight back and held for at 

least one second before you attempt to disengage motors. See your handheld 

controller manual for more details.
In this scenario we’ll fly up and away to shoot photos of the estate illustrated below. At 

the same time, we’ll pass along some tips, and tricks, in an attempt to circumvent 

problems some people have experienced. Notice the helicopter is quite a bit closer than 

the graphic at the beginning of this section. Until you build more confidence please keep 

the aircraft within 60 to 80 meters (197-263 feet) of your position and when ever 

possible, operate into the wind.

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Pre-planning:

Before you just takeoff and go, set aside a few minutes to look at the area, get a feel for 

the weather, wind, and mentally rehearse the shots that you want to capture. In this 

scenario we are operating in a light breeze blowing from the direction of the estate and 

the sun is low in the horizon to our back.

Power-up and go:

After a complete pre-flight and payload check, also check the airspace for any aircraft or 

low flying birds. Most birds will fly around the aircraft but the larger birds like geese are 

more unpredictable so just keep an eye open for them. Okay, let’s power-up and takeoff:

• Power-on the HHC or GCS

• Power-on the helicopter

• Power-on the camera

• Position helicopter pointing into the wind

• Establish wireless connection between controller and helicopter

• Double check telemetry, battery health, signal strength and GPS satellites

• Enable streaming video to the HHC external display or GCS

• Clearly announce that you are taking off

• Arm the motors

• Engage motors and ensure all props are spinning

• Scan the immediate area and double check the airspace to be clear

• Execute an automatic takeoff

• Hover and execute a secondary pre-flight control check

• Increase throttle and pitch forward in a steady climb at moderate speed

As you Increase throttle and pitch forward in a steady climb, the helicopter will be flying 

away from you at a moderate speed. For this flight stop climbing at an altitude of 30 

meters (98 feet) and keep the helicopter no more than 60 to 80 meters (197-263 feet) 

away. 

Page 55
As you near your target destination slow the aircraft and double check your helicopter 

GPS position accuracy. If everything looks good, bring the aircraft to a stationary hover 

at 30 meters (98 feet) altitude and switch over to a GPS position hold.

At this point the autopilot onboard the aircraft is holding position and altitude for you at 

the given location. Be aware that although the autopilot is doing most of the work for 

you, your job is to make sure everything is going okay and be prepared to fly the aircraft 

at a moments notice. Often “listening” to the 

aircraft is as important as watching it and 

why? Because you will hear when the 

aircraft is fighting the wind or having a 

good/bad time up there so keep your ears 

open.

Toggle your GCS screen to full screen or on 

the HHC external display view the video 

and adjust the helicopter yaw position as 

well as the camera tilt position to frame the 

shots you want to capture. After taking a 

few photos you can either move the 

helicopter while it’s in GPS position hold, or 

release the GPS hold and fly to the next 

location; hover, and switch back over to GPS position hold.

So what’s the difference? Flying in a GPS position hold is slow because you’re basically 

overriding the GPS hold information. As a result, the helicopter moves at a much slower 

speed but for minor adjustments in position this works very well. As a rule of thumb if 

you plan to move a large distance, disengage the GPS hold and manually fly to the next 

location. For minor adjustments and position changes, stay locked in GPS hold mode 

and move the aircraft to the new location.

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Remember that when you turn off the GPS position hold, you’re flying the aircraft again 

so as we have said over and over, you want to “stay ahead” of the aircraft whenever 

possible. 

In this scenario we’re hovering in a wind so the instant the GPS hold is turned off the 

helicopter will start blowing back towards our location. If you want the helicopter to 

come back your way that’s fine but, if you want to move in any other direction; to help 

get ahead of this, start by moving pitch forward so the helicopter begins penetrating the 

wind, then turn off the GPS position hold and fly to your new location.

At the new location slow to a steady hover and turn-on GPS position hold to frame and 

get more photos.

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When you get your first battery low alarm, it’s time to start bringing the helicopter back. 

In this scenario the helicopter is up-wind from your location. Yaw the helicopter to the 

safety position and when the GPS position hold is turned off, the wind will blow the 

helicopter back towards you.

When descending it’s always best to “fly” the helicopter back down to the ground and 

what we mean is, let the helicopter keep moving as you descend so the helicopter is 

coming down through clean air. 

If you’re ever in a situation where you must descend vertically, you’ll notice the 

helicopter will be fighting very turbulent conditions on the way down. This happens 

because the aircraft is coming down through it’s own turbulence. To avoid this, bring the 

helicopter down at an angle, almost like the glide angle of an airplane.

In this scenario, announce to those around you that you’re landing the aircraft. Turn off 

the GPS position hold and the wind will start blowing the helicopter back towards you. If 

it’s going too slow, add some backwards pitch to adjust speed while at the same time 

reduce throttle and start descending. Try adjusting the speed and descent rate so the 

helicopter ends up at a low but comfortable altitude near your takeoff position. As the 

aircraft nears this spot, hover the helicopter in this position and prepare to land.

Keeping the aircraft in a steady hover, descend and make your landing by:

• Decrease altitude

• When helicopter is down, pull throttle all the way straight back

• Disengage motors

• Disarm motors

• Disconnect from aircraft

• Power down camera

• Power down systems

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Aggressive flying skills:

After weeks and months of developing your flying skills, confidence builds and control 

inputs become reflex actions versus something you need to process and execute. 

Instinctive reflex reactions help you “stay ahead” of the aircraft and when this happens, 

you’re ready to tackle more aggressive flying skills.

The vast majority of the work you do with the aircraft will be the typical flight earlier 

described where you fly out, hover, shoot photos or gather data, and return. Simple up, 

out, hover and back work, but when the time comes to get up quickly, reposition quickly 

or shoot more interesting and creative video, the Draganflyer system is up to the task.

Drag racing:

Not only is this fun, but it’s a great flight training exercise to become familiar with flying 

your helicopter at higher speeds, high speed banking, and slowing to a stop.

Take the helicopter to an open area so there is no concern about running into a tree, 

light pole or other obstacle. And as always you don’t want this to be a crowded area. If 

at all possible you want to be free of people, trees, poles or anything that will get in the 

way.

As we’ve mentioned altitude will vary with changes in air pressure so understand that 

you will need to “stay ahead” of the aircraft and control throttle throughout this 

maneuver. 

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Special notice:

Autopilot altitude is determined by barometric pressure. In strong winds or at 

high speeds the air pressure inside the bodywork will change causing 

momentary variations in altitude.
For this first pass bring the aircraft up to about 10 or 15 meters (32-50 feet) and fly off to 

the right about 20 meters (66 feet) (lets call this an easterly direction) at normal speed. 

Hover the aircraft and yaw so the helicopter is pointed west. Lets ease into this by 

making a few runs at medium speed before a high speed pass so to get going, ease 

pitch forward and fly straight west past your position. After traveling another 20 meters 

(66 feet) past your position maintain your speed and introduce both yaw and roll to bank 

and turn left. As needed correct altitude throughout the flight.

The coordinated turn will require the use of all four controls. Maintain pitch forward, roll 

left and yaw left to bank the aircraft left through a wide 180 degree turn. Use throttle to 

maintain altitude. 

As you fly back and around to your original start location, begin slowing the aircraft as 

you make your next left turn, slowing to a hover at your original start point. Repeat this 

pattern three or four times until you are very comfortable flying the circuit. During 

practice work on perfecting your coordinated turns.

With some practice now work on building speed. To get a quick start push pitch all the 

way forward and increase throttle at the same time to maintain altitude. As your speed 

builds bring throttle back to the center position and as you start your left hand turn, 

begin easing back on pitch, slowing the aircraft through the turn.

On the return leg of the circuit, travel at a moderate speed and when you enter the next 

left turn, slow the aircraft to a hover at your original start point.

Have fun with this and pay attention to maintaing altitude and speed. practice the 

coordinated turns and always keep in mind that a good way to slow down the aircraft is 

a nice coordinated turn.

Quick stops:

In flight training and during routine practice, quick stops are something full size 

helicopter pilots practice often. It’s a safety maneuver and at the same time whether 

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you’re flying a full size aircraft, RC helicopter or the Draganflyer, it’s a fun, coordinated 

skill to execute.

In a full size aircraft the pilot will pull pitch back and drop collective pitch at the same 

time to maintain altitude and stop the aircraft. As airspeed drops the aircraft looses 

transitional lift and the pilot must quickly pull collective to maintain altitude. The same is 

true with a traditional RC helicopter and with the Draganflyer, you have the benefit of the 

autopilot system helping you through the process.

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Using the same drag racing circuit we’ll execute the same basic pattern but instead of 

making a left hand turn, we’ll stop, hover, yaw 180, and come back the opposite 

direction at a high rate of speed. At the end of the run execute a quick stop, hover, yaw 

180 and race back the other way to repeat the exercise.

To get started it’s very much the same as what we described in the drag racing section 

but as you near the end, you will execute a quick stop by quickly pulling back on pitch.

This control input will suddenly, and abruptly, pitch the nose of the aircraft up and “stop” 

the aircraft. It’s just like slamming on the brakes but be prepared on the throttle to help 

the autopilot maintain altitude.

Like all the exercises we have described work your way up to this maneuver starting 

slow and building up your speed.

Rapid ascent and descent:

If you push throttle all the way up, you’re commanding the autopilot to increase altitude 

at the maximum programmed climb rate of 2 meters (6.5 feet)/second. And the same is 

true for the descent, pulled all the way back the helicopter will drop at about 2m/s 

(6.5 f/s).

Execute your preflight, auto takeoff and move the helicopter out about 6 meters (20 feet) 

in front of you. From a hover increase throttle all the way and the helicopter will climb 

quickly. At 30 meters (98 feet) slow the ascent and bring the throttle to the center 

position, hovering at that altitude.

It’s a matter of personal preference. If you descend vertically at a fast descent rate the 

helicopter will get caught up in it’s own turbulence so it’s preferred to fly forward in a 

turn to quickly descend and land the aircraft. So lets give it a try.

From your hovering position at 30 or 40 meters (98-140 feet) fly the aircraft forward at a 

good speed and execute a coordinated turn either clockwise or counter clockwise 

around your location and while maintaining your speed and the coordinated turn pull 

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throttle all the way back to the maximum descent rate. What you’re doing is “flying the 

aircraft down” through clean air making for an amazing and impressive descent.

As the aircraft gets lower start slowing the aircraft, reducing your descent rate by 

bringing throttle back up towards the center position until you are in a stable hover at 

chest height out in front of your starting position.

Professional approach & landing:

Earlier we had you flying the helicopter back from your photo taking position in the 

safety position, essentially flying backwards to your landing spot but with more practice 

and the skills just described you have the option to bring the aircraft back with style.

When it’s time to head back for a landing, point the helicopter nose in flying forward to 

your landing location. As the helicopter approaches a good way to slow and descend is 

a nice coordinated turn. As the aircraft approaches start reducing throttle, and in this 

example we’re flying counter clockwise around our position with a coordinated turn, 

constantly descending and slowing through the turn. Slow to a hover at chest height 

near your landing spot and land the aircraft.

Summary:

We covered a lot of material in this section from:

• environmental concerns like wind and temperature

• flight training exercises

• your first flight

• basic mission flights

• more aggressive flying and skill development

We hope you found this document useful, informative, and very possibly it has given you 

some ideas and insight to help get the most out of the complete helicopter system. The 

Draganflyer Guardian system is a precision tool designed to provide you with a new 

aerial perspective and new creative edge to your work.

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Chapter 4

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Maintenance

The Draganflyer Guardian features a direct drive system requiring minimal maintenance 

as compared to a tradition style helicopter with servo linkages, gears, drive shafts, 

clutch, rotor head, swash plate, tail rotor and pitch change mechanisms.

However, as the pilot in command, in addition to the health of your batteries, you are 

responsible for the mechanical integrity of the aircraft, so it’s a good idea to inspect the 

aircraft on a regular basis for any wear or damage. Should any component on the 

helicopter or support equipment show signs of fatigue or damage, immediately 

discontinue use until the component has been properly replaced.

To help ensure safe operation and keep your Draganflyer running at its best we 

recommend that you inspect or service the aircraft at the following intervals listed below. 

Every Flying Session:

• Inspect the frame and all joints for damage or wear

• Inspect motors for rough motion

• Inspect all props and prop mounting for damage

• Inspect batteries for damage or puffing

• Inspect payload quick release system

• Check to ensure the handheld or GCS controller is recording a log file.

• Clean all components with a soft damp cloth or compressed air

Every 3 months:

• Check for software updates

• Check mounting bolts on rotor mounts to ensure they are tight

• Perform a motor test and inspect for rough sounding motors

• Cycle flight batteries

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• Inspect canopy screws to insure the canopy is secure

Every Year or 300 flight hours:

Please contact Draganfly Innovations Customer Service Department for assistance with 

the following service requirements.

• Inspect and clean all electrical connections

• Inspect all crimps and solder connections on movable components

• Inspect all moveable components for wear

• Recalibration of magnetometer and main circuit board

• Inspect motor assemblies and replace all that are worn

• Inspect all fasteners, linkages and joints

• inspect all rubber mounting brackets

• Cycle and test flight batteries

• Cycle and test hand held controller battery

• Cycle and test base station battery

• Check for software updates

Every 600 flight hours:

Congratulations for hitting the 600 hour mark. Please contact Draganfly Innovations 

Customer Service Department for assistance to overhaul or replace all motor 

assemblies.

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Troubleshooting

Problem: I crashed into something and broke a prop.

Possible cause: 

• Crashes happen and not to worry, the helicopter is pretty tough 

Solution: You will replace the prop and make sure the motor shaft is not bent. Also 

please note that if the helicopter crashed, you might first notice the most obvious 

damage, but take a few extra minutes to really inspect in detail the other props, frame, 

landing struts and motors to make sure they are okay.

Prop orientation is extremely important because if not installed correctly your helicopter 

will flip over at take-off.

Position yourself behind the aircraft and please note:

• rear left prop spins clockwise (CW)

• front left spins counter clockwise (CCW)

• front right spins clockwise (CW)

• rear right spins counter clockwise (CCW)

Using the tools provided, remove the prop, install the proper 

prop, and make sure to tighten. After replacing give the prop a spin by hand to make 

sure the motor spins freely and watch the prop center closely, to ensure the motor shaft 

was not bent.

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Problem: Camera mount does not respond to tilt control.

Possible cause: 

• Tilt control not rotated fully clockwise 

Solution: The tilt control knob must be rotated fully clockwise for the control to 

become initialized and operational.

Problem: The camera mount doesn’t stabilize the camera.

Possible cause: 

• The camera gimbal didn’t initialize properly 

Solution: Before powering up the helicopter it’s a good idea to first power-on the 

camera. With the aircraft sitting on the ground, power on the aircraft and let it sit very 

still while the helicopter powers-up and the camera gimbal goes through the initialization 

process. Once the initialization is complete, then you are ready to arm motors and begin 

the flight.

Problem: Camera mount seems locked in one direction.

Possible cause: 

• Aircraft was carried or repositioned after being powered on 

Solution: If you went through a good initialization routine and then pick up the 

helicopter, tilt it on its side and carry it you will force the stabilized gimbal to exceed the 

maximum stabilization angles and very possibly lock up the controller. So at the point 

power everything off, make sure the camera gimbal moves freely and execute the 

startup procedure again. If after an initializing sequence you must carry the helicopter, 

do it very gently and try to keep the aircraft level.

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Problem: Helicopter altitde varies wildly upon auto take-off.

Possible cause: 

• Helicopter moved abruptly after being armed 

Solution: By now you have probably figured out that after getting the helicopter 

initialized and ready to fly if you decide to pick it up and move it abruptly - it doesn’t like 

that much. After an initialization sequence and after arming the motors you want to fly 

the helicopter - not carry it some place so if you’re having problems, power off 

everything, carry the helicopter where you want it and then power up, initialize, do your 

preflight and fly the helicopter.

Problem: When I try to engage motors, the motors won’t start.

Possible cause: 

• The handheld controller might not be connected to the aircraft

• You overlooked first “arming” the motors

• The aircraft “hold mode switch” must be in the center “altitude hold” position

Solution: Power-on the aircraft and the traditional Handhel Controller (HHC) or the 

Ground Control System (GCS). When the aircraft completes it’s power-up self test the 

navigation LEDs will be blinking. When the HHC or GCS boots-up, it will beep and also 

display the home screen.

The HHC or GCS is always “looking” for an aircraft to connect with and lists all 

Draganflyer aircraft it detected in the status window area. 

When the HHC or GCS detects the aircraft, the aircraft identification (ID) will be listed in 

the status window. To connect, simply “click” the helicopter ID and the GCS will 

establish the wireless datalink connection.

When the connection is made you’ll hear the audio confirmation and see the aircraft 

telemetry displayed on the HHC or GCS home screen.

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Make sure the “aircraft hold mode” switch is in the center position and arm the motors. 

When the motors are armed you’ll receive an audio confirmation and the helicopter LEDs 

will stop blinking and remain on.

Depressing the “engage motor” switch will start the motors.

If after following these instructions and your motors will not engage, contact Draganfly 

Innovations by phone or e-mail for more assistance.

Problem: The aircraft will not power-on... nothing happens.

Possible cause: 

• Make certain the helicopter battery is connected

• Check the battery charge by depressing the battery selftest button

• Possibly one of the motor fuses have blown

Solution: At the rear of the Guardian helicopter, under the deck plate, you will see four 

fuses. Assuming your battery was connected and charged it’s time to check the fuses so 

to begin, first start by “disconnecting” the power cable to helicopter battery.

With the battery disconnected, remove and inspect each fuse. Often you can visually 

inspect a fuse but the better test, is to check them with a continuity tester, or ohm meter 

to make sure they are good.

If all the fuses test good and you still can not power on the helicopter after reinstalling 

the fuses and battery, contact Draganfly Innovations by phone or e-mail for more 

assistance.

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Problem: In flight the helicopter requires excessive stick input to remain level and 

hover in one position.

Possible cause: 

• You’re manually trying to hover in a strong wind

• Pitch or Roll trim set to an excessive value

• Damaged rotors or motor

• Insecure circuit board or battery is hitting electronics assembly

Solution: There are some quick and simple things you can check to address this 

problem. If you’re flying in a strong wind, you’ll be more than aware of the conditions 

and if you have access to a large indoor area, or a place protected from the wind double 

check to see if you really have a problem.

Another possibility is that you or someone has adjusted either the pitch or roll trim to an 

excessive position. To check this, reset and make sure your trim tabs are in the “zero” 

position. If you’re not familiar with what we’re describing here, look in your HHC or GCS 

manual to get more information on setting pitch and roll trim.

Assuming this is not a wind or trim problem, also inspect your motors and props for any 

damage. The props are visually inspected as well as running your hands over the leading 

edge of the props trying to feel for any damage.

To test the motors, use your finger and simply give the prop/motor a good spin. The 

motors should all spin and sound about the same. If you see or detect a problem 

contact Draganfly to get more information.

Inspect the electronics mounting to make sure the circuit board assembly has not come 

loose, or that one of the vibration isolators haven’t broken.

If none of these suggestions have helped, contact Draganfly Innovations by phone or email for more assistance.

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Problem: From the time it takes off to the time I get it back on the ground the 

helicopter is spinning in circles.

Possible cause: 

• Yaw trim adjusted to an extreme limit

• Aircraft calibration error

Solution: If the problem is the same using either the GCS or the Standard Handheld 

Controller (HHC) there is a serious calibration problem with the aircraft and you’ll need to 

contact Draganfly.

The GCS doesn’t have a yaw trim adjustment so if the helicopter flies fine with the GCS 

and not the HHC, you need to check the HHC yaw trim value. If you’re not familiar with 

adjusting the trim values, reference the HHC user manual and set it to zero.

Problem: My flight times are getting shorter and shorter?

Possible cause: 

• Old or degraded flight batteries

• Overheated motors

Solution: The health of your flight batteries is a critical factor in determining flight time. 

To make sure you don’t have a problem with your motors or aircraft, try flying with a 

new, fully charged battery. If your flight time is restored take note of how long you flew 

and how much capacity (in mAh) was used to recharge the battery. Write the down the 

flight time and charge value. 

Fully charge a suspect battery and conduct a flight test. If the flight time is considerably 

shorter write down the time and when recharging the battery, note the capacity (in mAh) 

required to recharge the battery. Write these values down and contact Draganfly to get 

more information.

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Problem: I wait and wait, but I’m not getting a GPS position lock.

Possible cause: 

• Poor satellite conditions

• You are indoors

• You are possibly surrounded by large buildings or trees

Solution: Even out in wide open spaces on a nice sunny warm day, there will be 

instances when it takes several minutes to get a solid GPS position lock. The great thing 

about the Draganfly system is that the helicopter can be easily flown manually under 

GPS denied conditions. That’s great but you want to use the GPS...

The GPS receiver needs to “see the sky” and as a result, you typically will not receive a 

GPS position lock if you are indoors, under a canopy of trees, in a forested area or a 

dense urban area with tall skyscrapers.

If you are in what we would consider “ideal” conditions and if after 5 - 7 minutes you’re 

not getting satellites there is more than likely a problem with the GPS receiver. Contact 

Draganfly to get more information.

Problem: It feels like a motor is loose.

Possible cause: 

• Motor mount screws missing

• Internal motor mounting has come loose

• Broken motor mount

• Damaged airframe

Solution: DO NOT fly the aircraft until this problem is resolved. The motors are 

screwed in place and screws should be tight.

Take a look and make sure all the screws are in place and also inspect to make sure the 

motor pod is not cracked around the screw holes.

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If the motor is physically coming out of the motor pod this is a serious problem but if you 

can grab a prop and push the motor around a little - some movement is normal because 

internally the motors are mounted on rubber bushings. Test all motors and if they all feel 

the same you more than likely don’t have a problem.

If there is any doubt, contact Draganfly to get more information.

Problem: I’m in a GPS position hold but the helicopter is wandering all over the 

place.

Possible cause: 

• Poor GPS position lock

• Heavy, gusty, wind conditions

Solution: In windy conditions it is normal to have the helicopter move around a little 

and it will also vary in altitude. When you are in a position hold take note of the GPS 

accuracy number on the HHC or GCS and write it down. If you’re seeing numbers like 

1.6 or 2 the helicopter will be moving anywhere in the range of 2 meters (6.5 feet) either 

direction. If you’re seeing numbers like .6 this is a much tighter GPS position lock and 

the aircraft should stay in position within a meter either direction.

Understand that in windy conditions the helicopter will be moving around within limits 

determined by the GPS position accuracy.

If your GPS numbers look good and you’re still having problems, contact Draganfly for 

more information.

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Contacting Draganfly Service:

When you contact Draganfly Innovations for service before making the phone call or 

sending the e-mail, it’s best to gather up and write down some information. Please be 

prepared to tell the support specialist your:

• Account ID number

• Company or customer name

• Helicopter firmware revision level

• GCS firmware and DraganView software revision level

• Standard handheld controller firmware revision level

Product support:

Phone: 1-800-979-9794

International: 1-306-955-9907

e-mail: support@draganfly.com

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Technical Specifications

Airframe Dimensions: (assembled)

• Width: 47cm (18.5”)

• Length: 47cm (18.5”)

• Height: 21cm (8.3”)

• Landing Gear footprint: 48.3cm x 48.3cm (19”x19”)

Data Link RF Communications:

• Link Type: 2.4GHz two way

• Helicopter Antenna: Wired Whip Antenna

• Controller Antenna: Omni Directional Whip

• Transmission Power: North America: 50mW (+18dBm) International: 

10mW (+10dBM)

• RF Data Rate: 250kbps

• Receiver sensitivity: -100dBm

• Transmission Technique: DSSS (Direct Sequence Spread Spectrum)

• Frequency Band: 2.400 – 2.4835 GHz

• Certification: CE, FCC, IC, ETSI

• Data Link Channel Selection: Automatic (13 channels)

Video Link RF Communications:

• Link Type: 5.8GHz two way 

• Transmitter Antenna: Wired Whip Antenna

• Receiver Antenna: Internal flat patch & external Omni directional whip

• Transmission Power: 19dBm

• RF Data Rate: 54 Mbps

• Transmission Technique: 802.11n

• Frequency Band: 5.180GHz - 5.825GHz

• Certification: FCC, IC, CE

Page 76
Sensors:

• 3 Solid State MEMS (Micro-Electro-Mechanical Systems) Gyros

• 3 Solid State MEMS (Micro-Electro-Mechanical Systems) 

Accelerometers

• 3 axis Magnetometer (Magnetoresistive Sensors)

• 1 Barometric Pressure Sensor

GPS:

• GPS Used For: Position Hold, Location & Velocity Data

• Maximum Satellites Tracked Simultaneously: 16

• Position Update Rate: 5 Hz

• GPS Antenna: Ceramic Patch

Flight Data Recorder:

• Standard Flight Data recorded on HHC/GCS controller, saved to 

external micro SD card (HHC) or internal memory (GCS)

• Advanced Flight Data recorded to a 2Gb micro SD memory card in 

the helicopter.

Weight and Payload:

• Helicopter Weight (with battery): 835g (1.8lbs)

• Payload Capability: 320g (.7lbs)

• Maximum Gross Takeoff Weight: 1,155g (2.55lbs)

Flight Characteristics:

• Climb Rate: 2m/s (6.5ft/s)

• Descent Rate: 2m/s (6.5ft/s)

• Turn Rate: 90°/second

• Maximum Speed: 50km/h (30mph)

• Minimum Speed: 0km/h (0mph)

• Launch Type: VTOL (Vertical Take Off and Landing)

• Sound at 1m (3.28ft):62dB

• Sound at 3m (9.84ft):50dB

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Rotor Blades:

• Four opposing rotation fixed pitch

• Diameter: 30cm (11”)

Motors:

• 4 electric brushless motors

• Direct drive (one motor per rotor)

Navigation Lights:

• Type: 1 Watt LED Variable Brightness Emitters

• Luminous Flux at Full Brightness: 40lm

• Purpose: Helicopter Orientation Confirmation

• Visible Condition Range: Full Darkness to Direct Sunlight

• Standard Aircraft Colors: Left Front - Red, Right Front - Green, Rear - 

dual White

Rechargeable Flight Battery:

• Cell Chemistry: Lithium Polymer

• Voltage: 14.8V nominal

• Capacity: 2700mAh

• Connectors: Integrated Balance and Power

• Recharge Time: 1 hour (after typical flight).

Materials:

• Carbon Fiber

• Glass filled injection molded Nylon

• ABS and Nylon plastic

• Aluminum, nylon and stainless steel fasteners

• RoHS compliant

Operating Requirements:

Page 78
• Recommended Pre-Use Temperature: 10° to 35°C (50° to 95°F)

• Maximum Environmental Operating Temperature: -25° to 38°C (-13° 

to 100°F)

• Relative Humidity: 0% to 90% Non-condensing

• Maximum Wind speed: Varies based on payload and mission

Page 79
Contact Information

Page 80

This product and manual are copyrighted by Draganfly Innovations Inc. with all rights 

reserved. No part of this product or start-up guide shall be reproduced in any form 

without the prior written consent or authorization of Draganfly Innovations Inc. No patent 

liability is assumed with respect to the use of the product or information contained herein.

Document Revision Level: v1.6

Draganfly Innovations Inc.

Sales information:

Phone: 1-800-979-9794

International: 1-306-955-9907

Online: www.draganfly.com

e-mail: sales@draganfly.com

https://www.draganfly.com

Product support:

Phone: 1-800-979-9794

International: 1-306-955-9907

e-mail: support@draganfly.com

Mailing address:

Draganfly Innovations Inc.

2108 St. George Avenue

Saskatoon, SK S7M0K7

Canada