August 12, 2015

Exemption No. 12444

Regulatory Docket No. FAA–2015–1236

Mr. Hanns Mercer, P.E.

Project Engineer

EnTech, Inc.

1949 Sugarland Drive, Suite 205

Sheridan, WY 82801

Dear Mr. Mercer:

This letter is to inform you that we have granted your request for exemption. It transmits our 

decision, explains its basis, and gives you the conditions and limitations of the exemption, 

including the date it ends.

By letter dated April 16, 2015, you petitioned the Federal Aviation Administration (FAA) on 

behalf of EnTech, Inc. (hereinafter petitioner or operator) for an exemption. The petitioner

requested to operate an unmanned aircraft system (UAS) to conduct aerial surveying and 

inspections.

See Appendix A for the petition submitted to the FAA describing the proposed operations and 

the regulations that the petitioner seeks an exemption.

The FAA has determined that good cause exists for not publishing a summary of the petition 

in the Federal Register because the requested exemption would not set a precedent, and any 

delay in acting on this petition would be detrimental to the petitioner.

Airworthiness Certification

The UAS proposed by the petitioner is a Draganfly X4-ES.

The petitioner requested relief from 14 CFR part 21, Certification procedures for products 

and parts, Subpart H—Airworthiness Certificates. In accordance with the statutory criteria 

provided in Section 333 of Public Law 112−95 in reference to 49 U.S.C. § 44704, and in 
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consideration of the size, weight, speed, and limited operating area associated with the 

aircraft and its operation, the Secretary of Transportation has determined that this aircraft 

meets the conditions of Section 333. Therefore, the FAA finds that the requested relief from 

14 CFR part 21, Certification procedures for products and parts, Subpart H—Airworthiness 

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

not necessary.

The Basis for Our Decision

You have requested to use a UAS for aerial data collection1

. The FAA has issued grants of 

exemption in circumstances similar in all material respects to those presented in your petition. 

In Grants of Exemption Nos. 11062 to Astraeus Aerial (see Docket No. FAA−2014−0352), 

11109 to Clayco, Inc. (see Docket No. FAA−2014−0507), 11112 to VDOS Global, LLC (see

Docket No. FAA−2014−0382), and 11213 to Aeryon Labs, Inc. (see Docket No. 

FAA−2014−0642), the FAA found that the enhanced safety achieved using an unmanned 

aircraft (UA) with the specifications described by the petitioner and carrying no passengers or 

crew, rather than a manned aircraft of significantly greater proportions, carrying crew in 

addition to flammable fuel, gives the FAA good cause to find that the UAS operation enabled 

by this exemption is in the public interest.

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

• They are similar in all material respects to relief previously requested in Grant of 

Exemption Nos. 11062, 11109, 11112, and 11213;

• The reasons stated by the FAA for granting Exemption Nos. 11062, 11109, 11112, and 

11213 also apply to the situation you present; and 

• A grant of exemption is in the public interest.

Our Decision

In consideration of the foregoing, I find that a grant of exemption is in the public interest. 

Therefore, pursuant to the authority contained in 49 U.S.C. 106(f), 40113, and 44701, 

delegated to me by the Administrator, EnTech, Inc. is granted an exemption from 14 CFR 

§§ 61.23(a) and (c), 61.101(e)(4) and (5), 61.113(a), 61.315(a), 91.7(a), 91.119(c), 91.121, 

91.151(a)(1), 91.405(a), 91.407(a)(1), 91.409(a)(1) and (2), and 91.417(a) and (b), to the 

extent necessary to allow the petitioner to operate a UAS to perform aerial data collection. 

This exemption is subject to the conditions and limitations listed below.

 

1 Aerial data collection includes any remote sensing and measuring by an instrument(s) aboard the UA. 

Examples include imagery (photography, video, infrared, etc.), electronic measurement (precision surveying, RF 

analysis, etc.), chemical measurement (particulate measurement, etc.), or any other gathering of data by 

instruments aboard the UA.
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Conditions and Limitations

In this grant of exemption, EnTech, Inc. is hereafter referred to as the operator.

Failure to comply with any of the conditions and limitations of this grant of exemption will be 

grounds for the immediate suspension or rescission of this exemption.

1. Operations authorized by this grant of exemption are limited to the Draganfly X4-ES

when weighing less than 55 pounds including payload. Proposed operations of any 

other aircraft will require a new petition or a petition to amend this exemption.

2. Operations for the purpose of closed-set motion picture and television filming are 

not permitted. 

3. The UA may not be operated at a speed exceeding 87 knots (100 miles per hour). The 

exemption holder may use either groundspeed or calibrated airspeed to determine 

compliance with the 87 knot speed restriction. In no case will the UA be operated at 

airspeeds greater than the maximum UA operating airspeed recommended by the 

aircraft manufacturer.

4. The UA must be operated at an altitude of no more than 400 feet above ground level 

(AGL). Altitude must be reported in feet AGL.

5. The UA must be operated within visual line of sight (VLOS) of the PIC at all times. 

This requires the PIC to be able to use human vision unaided by any device other than 

corrective lenses, as specified on the PIC’s FAA-issued airman medical certificate or 

U.S. driver’s license.

6. All operations must utilize a visual observer (VO). The UA must be operated within 

the visual line of sight (VLOS) of the PIC and VO at all times. The VO may be used 

to satisfy the VLOS requirement as long as the PIC always maintains VLOS 

capability. The VO and PIC must be able to communicate verbally at all times; 

electronic messaging or texting is not permitted during flight operations. The PIC 

must be designated before the flight and cannot transfer his or her designation for the 

duration of the flight. The PIC must ensure that the VO can perform the duties 

required of the VO.

7. This exemption and all documents needed to operate the UAS and conduct its 

operations in accordance with the conditions and limitations stated in this grant of 

exemption, are hereinafter referred to as the operating documents. The operating 

documents must be accessible during UAS operations and made available to the 

Administrator upon request. If a discrepancy exists between the conditions and 

limitations in this exemption and the procedures outlined in the operating documents, 

the conditions and limitations herein take precedence and must be followed. 
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Otherwise, the operator must follow the procedures as outlined in its operating 

documents. The operator may update or revise its operating documents. It is the 

operator’s responsibility to track such revisions and present updated and revised 

documents to the Administrator or any law enforcement official upon request. The 

operator must also present updated and revised documents if it petitions for extension 

or amendment to this grant of exemption. If the operator determines that any update 

or revision would affect the basis upon which the FAA granted this exemption, then 

the operator must petition for an amendment to its grant of exemption. The FAA’s 

UAS Integration Office (AFS−80) may be contacted if questions arise regarding 

updates or revisions to the operating documents.

8. Any UAS that has undergone maintenance or alterations that affect the UAS operation 

or flight characteristics, e.g., replacement of a flight critical component, must undergo 

a functional test flight prior to conducting further operations under this exemption. 

Functional test flights may only be conducted by a PIC with a VO and must remain at 

least 500 feet from other people. The functional test flight must be conducted in such 

a manner so as to not pose an undue hazard to persons and property.

9. The operator is responsible for maintaining and inspecting the UAS to ensure that it is 

in a condition for safe operation.

10. Prior to each flight, the PIC must conduct a pre-flight inspection and determine the 

UAS is in a condition for safe flight. The pre-flight inspection must account for all 

potential discrepancies, e.g., inoperable components, items, or equipment. If the 

inspection reveals a condition that affects the safe operation of the UAS, the aircraft is 

prohibited from operating until the necessary maintenance has been performed and the 

UAS is found to be in a condition for safe flight.

11. The operator must follow the UAS manufacturer’s maintenance, overhaul, 

replacement, inspection, and life limit requirements for the aircraft and 

aircraft components.

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

safety bulletins.

13. Under this grant of exemption, a PIC must hold either an airline transport, 

commercial, private, recreational, or sport pilot certificate. The PIC must also hold a 

current FAA airman medical certificate or a valid U.S. driver’s license issued by a 

state, the District of Columbia, Puerto Rico, a territory, a possession, or the Federal 

government. The PIC must also meet the flight review requirements specified in 

14 CFR § 61.56 in an aircraft in which the PIC is rated on his or her pilot certificate.

14. The operator may not permit any PIC to operate unless the PIC demonstrates the 

ability to safely operate the UAS in a manner consistent with how the UAS will be 
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operated under this exemption, including evasive and emergency maneuvers and 

maintaining appropriate distances from persons, vessels, vehicles and structures. PIC 

qualification flight hours and currency must be logged in a manner consistent with 

14 CFR § 61.51(b). Flights for the purposes of training the operator’s PICs and VOs 

(training, proficiency, and experience-building) and determining the PIC’s ability to 

safely operate the UAS in a manner consistent with how the UAS will be operated 

under this exemption are permitted under the terms of this exemption. However, 

training operations may only be conducted during dedicated training sessions. During 

training, proficiency, and experience-building flights, all persons not essential for 

flight operations are considered nonparticipants, and the PIC must operate the UA 

with appropriate distance from nonparticipants in accordance with 14 CFR § 91.119.

15. UAS operations may not be conducted during night, as defined in 14 CFR § 1.1. All 

operations must be conducted under visual meteorological conditions (VMC). Flights 

under special visual flight rules (SVFR) are not authorized.

16. The UA may not operate within 5 nautical miles of an airport reference point (ARP) as 

denoted in the current FAA Airport/Facility Directory (AFD) or for airports not 

denoted with an ARP, the center of the airport symbol as denoted on the current 

FAA-published aeronautical chart, unless a letter of agreement with that airport’s 

management is obtained or otherwise permitted by a COA issued to the exemption 

holder. The letter of agreement with the airport management must be made available 

to the Administrator or any law enforcement official upon request.

17. The UA may not be operated less than 500 feet below or less than 2,000 feet 

horizontally from a cloud or when visibility is less than 3 statute miles from the PIC.

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

pre-determined location within the private or controlled-access property.

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

20. The PIC is prohibited from beginning a flight unless (considering wind and forecast 

weather conditions) there is enough available power for the UA to conduct the 

intended operation and to operate after that for at least five minutes or with the reserve 

power recommended by the manufacturer if greater.

21. Air Traffic Organization (ATO) Certificate of Waiver or Authorization (COA). All 

operations shall be conducted in accordance with an ATO-issued COA. The 

exemption holder may apply for a new or amended COA if it intends to conduct 

operations that cannot be conducted under the terms of the attached COA.

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

number, registered in accordance with 14 CFR part 47, and have identification 
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(N−Number) markings in accordance with 14 CFR part 45, Subpart C. Markings must 

be as large as practicable.

23. Documents used by the operator to ensure the safe operation and flight of the UAS and 

any documents required under 14 CFR §§ 91.9 and 91.203 must be available to the 

PIC at the Ground Control Station of the UAS any time the aircraft is operating. 

These documents must be made available to the Administrator or any law enforcement 

official upon request.

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

activities at all times. 

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

26. All Flight operations must be conducted at least 500 feet from all nonparticipating 

persons, vessels, vehicles, and structures unless:

a. Barriers or structures are present that sufficiently protect nonparticipating persons 

from the UA and/or debris in the event of an accident. The operator must ensure 

that nonparticipating persons remain under such protection. If a situation arises 

where nonparticipating persons leave such protection and are within 500 feet of 

the UA, flight operations must cease immediately in a manner ensuring the safety 

of nonparticipating persons; and

b. The owner/controller of any vessels, vehicles or structures has granted permission 

for operating closer to those objects and the PIC has made a safety assessment of 

the risk of operating closer to those objects and determined that it does not 

present an undue hazard.

The PIC, VO, operator trainees or essential persons are not considered 

nonparticipating persons under this exemption.

27. All operations shall be conducted over private or controlled-access property with 

permission from the property owner/controller or authorized representative. 

Permission from property owner/controller or authorized representative will be 

obtained for each flight to be conducted.

28. Any incident, accident, or flight operation that transgresses the lateral or vertical 

boundaries of the operational area as defined by the applicable COA must be reported 

to the FAA's UAS Integration Office (AFS−80) within 24 hours. Accidents must be 

reported to the National Transportation Safety Board (NTSB) per instructions 

contained on the NTSB Web site: www.ntsb.gov.

If this exemption permits operations for the purpose of closed-set motion picture and 

television filming and production, the following additional conditions and limitations apply.
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29. The operator must have a motion picture and television operations manual (MPTOM) 

as documented in this grant of exemption.

30. At least 3 days before aerial filming, the operator of the UAS affected by this 

exemption must submit a written Plan of Activities to the local Flight Standards 

District Office (FSDO) with jurisdiction over the area of proposed filming. The 3-day 

notification may be waived with the concurrence of the FSDO. The plan of activities 

must include at least the following:

a. Dates and times for all flights;

b. Name and phone number of the operator for the UAS aerial filming conducted 

under this grant of exemption;

c. Name and phone number of the person responsible for the on-scene operation of 

the UAS;

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

e. Name and certificate number of UAS PICs involved in the aerial filming;

f. A statement that the operator has obtained permission from property owners 

and/or local officials to conduct the filming production event; the list of those 

who gave permission must be made available to the inspector upon request;

g. Signature of exemption holder or representative; and

h. A description of the flight activity, including maps or diagrams of any area, city, 

town, county, and/or state over which filming will be conducted and the altitudes 

essential to accomplish the operation.

31. Flight operations may be conducted closer than 500 feet from participating persons 

consenting to be involved and necessary for the filming production, as specified in the 

exemption holder’s MPTOM.

Unless otherwise specified in this grant of exemption, the UAS, the UAS PIC, and the UAS 

operations must comply with all applicable parts of 14 CFR including, but not limited to, 

parts 45, 47, 61, and 91.
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This exemption terminates on August 31, 2017, unless sooner superseded or rescinded.

Sincerely,

/s/

John S. Duncan

Director, Flight Standards Service

Enclosures
April 16, 2015

Petition for Exemption under §333 of the FAA Modernization and Reform Act of 2012

Mr. Anthony Foxx

United States Secretary of Transportation 

1200 New Jersey Ave, SE

Washington DC, 20590

Re: Exemption Request under §333 of the FAA Modernization and Reform Act of 2012 

(Public Law 112-95) from 14 CFR 21; 14 CFR 36, 45.23; 45.27, 45.29; 61.113; 91.7; 91.9(b) 

(2); 91.103(b); 91.109; 91.119(c); 91.151(a); 91.203(a)&(b); 91.405(a); 91.407(a) (1); 91.409(a) 

(2); 91.417(a)&(b)

Dear Mr. Secretary,

In accordance with §333(c) of the Federal Aviation Administration (FAA) Modernization and 

Reform Act of 2012, EnTech, Inc. is requesting permission to use its Draganfly X4-ES Unmanned 

Aircraft System (UAS) to perform operations involving surveying and inspections of properties owned 

by both public and private entities for the use in civil engineering planning and design solutions. This 

letter contains the documentation pertaining to the waiver requests as per 14 CFR Part 11 and 

how these exemptions are in the best interest of public safety.

EnTech is committed to obtaining a level of safety at or above the current regulations. EnTech has 

developed a UAS Flight Operations Manual and has detailed the operating system of the proposed 

UAS filed with this exemption, both of which are included within this request. 

Public safety is the primary concern of EnTech. Utilizing the remote use of the Dragonfly X4-ES, 

public and personal safety will be heightened and the safety risks involved with the current practice 

will be reduced. The UAS will allow a faster and safer approach to engineering inspections and 

solutions with safe and efficient flights made possible with unmanned surveying and inspections. 

EnTech will utilize the expertise of existing personnel within the company with decades of 

experience flying radio controlled aircraft. EnTech will be responsible for ensuring compliance with 

applicable FAA regulations in relation to UAS operations, with public safety being of the utmost 

concern. 

Performing aerial inspections and surveys utilizing a UAS has many beneficial uses to public safety 

and can be utilized in many different applications. Some of the beneficial uses that are in the best 

interest of public safety include search and rescue, natural disaster surveillance, power line 

inspections after storms, agricultural application surveys, and other efficient, non-invasive surveys 

or videography to reduce the exposure and time required for traditional inspections and surveys.

Petition for Exemption under §333 of the FAA Modernization and Reform Act of 2012

EnTech, Inc., requests an exemption under Section 333 of the FAA Modernization and Reform 

Act of 2012 for commercial flight of its Draganfly X4-ES UAS. EnTech, Inc. provides civil engineering 

consulting, surveying and inspection services to private and government entities. EnTech will 

primarily use this UAS for general land surveying and aerial photography to aid in the design and 

implementation of solutions based in the civil engineering field. EnTech would also expect to utilize 

the UAS in future operations which may consist of: (1) agricultural operations; (2) forest and 

wildlife conservation; (3) aerial surveying; (4) patrolling (pipelines, power lines & natural gas 

fields); and (5) any other operation specified by the FAA. Proposed operations will be performed 

in full compliance with aviation safety regulations, maintained at or below 400 feet AGL and in 

Line-of-sight with the Pilot-in-Command (PIC). As per 14 CFR §11.81, this petition for exemption 

is prepared and filed in accordance with regulation to request exemptions from the Federal 

Aviation Regulations (FAR’s) pertaining to operation of a UAS so that operations can be 

commercially completed in accordance to all applicable FARs that would pertain to a small UAS. 

Specifically, 14 CFR §11.81 states:

“You must include the following information in your petition for an exemption and 

submit it to FAA as soon as you know you need an exemption.

(a) Your name and mailing address and, if you wish, other contact information 

such as a fax number, telephone number, or e-mail address;

(b) The specific section or sections of 14 CFR from which you seek an 

exemption;

(c) The extent of relief you seek, and the reason you seek the relief;

(d) The reasons why granting your request would be in the public interest; that is, 

how it would benefit the public as a whole;

(e) The reasons why granting the exemption would not adversely affect safety, or 

how the exemption would provide a level of safety at least equal to that provided 

by the rule from which you seek the exemption;

(f) A summary we can publish in the FEDERAL REGISTER, stating:

(1) The rule from which you seek the exemption; and

(2) A brief description of the nature of the exemption you seek;

(g) Any additional information, views or arguments available to support your 

request; and

(h) If you want to exercise the privileges of your exemption outside the United 

States, the reason why you need to do so.”

14 CFR §11.81, EnTech, Inc. submits the following information:

(a) Name and mailing address

Hanns Mercer, P.E.

Project Engineer

EnTech, Inc.

1949 Sugarland Dr. Ste: 205

Sheridan, Wyoming 82801

P: (307) 673-1542

hwm@entechusa.net

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Petition for Exemption under §333 of the FAA Modernization and Reform Act of 2012

(b) The specific section or sections of 14 CFR from which exemption is sought:

• 14 CFR Part 21, Airworthiness Certificates

• 14 CFR 36, Noise Certification

• 14 CFR 45.23, 45.27, Aircraft Marking & Certification and Registration

• 14 CFR 45.29, Size Requirements

• 14 CFR 61.113, Pilot in Command

• 14 CFR 91.7, Civil aircraft airworthiness

• 14 CFR 91.9, Document/Flight Manuals

• 14 CFR 91.103, Preflight action

• 14 CFR 91.109, Flight Instruction

• 14 CFR 91.119( c ) Minimum safe altitude

• 14 CFR 91.151, Fuel requirements for VFR flight

• 14 CFR 91.203, Civil Aircraft: Certifications required

• 14 CFR 91.405 (a); 407 (a) (1); 409 (a); 417 (a) & (b) Maintenance and Maintenance inspection

(b) The extent of relief sought is for the duration of the Grant of Exemption, unless otherwise specified. 

The reason to seek the relief is as follows:

I. 14 CFR 21

The proposed UAS to be utilized is well under 55 lbs weighing at the maximum payload 

range and weighing approximately 5.5 lbs when outfitted with all equipment and batteries. 

There are no flammable liquids or other hazardous materials that would propose a danger 

to the public. The maximum speed is 30 mph. The PIC will maintain VFR (Visual Flight 

Rules) and operate the UAS during the day, at or below 400 feet AGL and in line-of-sight 

so as not to create a hazard to users of the National Airspace System or the public.

II. 14 CFR 36

EnTech, Inc. requests relief from any associated noise certification and testing requirements 

of Part 36. As a note, according to the manufacturer’s specifications, the UAS operates 

below 62db within 3 meters.

III. 14 CFR 45.23, 45.27

The UAS does not currently display marks consisting of the Roman capital letter “N” 

followed by the registration number of the aircraft in compliance with 14 CFR 45.23 and 14 

CFR 45.27. EnTech will register the UAS with the FAA and ensure the UAS is marked as 

appropriate for use in the NAS for commercial purposes.

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Petition for Exemption under §333 of the FAA Modernization and Reform Act of 2012

IV. 14 CFR 45.29

Relief is requested from the size requirements under this section due to the size limitations 

of the UAS. We propose to use marks as large as possible on the UAS as well as keep 

registration information with the PIC during operations on the ground.

V. 14 CFR 61.113

EnTech, Inc. employees currently do not have commercial pilot licenses and therefore request

relief from 14 CFR part 61.113. The flight is only incidental to this business; and the aircraft 

does not carry passengers or property for compensation. To reach an equivalent level of 

safety, the self-imposed experience and training requirements of the Pilot in Command (PIC)

would more than offset any risk introduced by using private pilots to fly an unmanned aircraft in 

very restricted and controlled areas.

VI. 14 CFR 91.7

Assuming no airworthiness certificate will be required due to relief from Subpart H, no 

regulatory standard exists for determining airworthiness. The equivalent level of safety will 

be achieved through the employment of flight manual and maintenance manual

procedures, pilot training and analytical risk management for each event.

VII. 14 CFR 91.9

Relevant materials shall be kept in a location accessible to the PIC in compliance 

with the regulations.

VIII. 14 CFR 91.103

This regulation dictates that a pilot conduct preflight activities. Without an FAA approved 

flight manual, relief is required from this regulation. Extensive pre-flight planning will 

provide an equivalent level of safety by using the operations plan, aircraft flight manual, 

maintenance manual and available weather and NOTAM information. The PIC will follow 

all other applicable pre-flight procedures including reviewing weather, flight battery 

requirements, landings, and takeoff distances and aircraft performance data before 

initiation of flight.

IX. 14 CFR 91.109

The Draganfly X4-ES has no onboard flight controls. An equivalent level of safety will be 

accomplished by conducting pilot training via the control system that communicates with the 

aircraft from the ground. EnTech intends to conduct this training at the radio control aircraft 

airport site under controlled conditions.

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Petition for Exemption under §333 of the FAA Modernization and Reform Act of 2012

X . 14 CFR 91.119(c)

EnTech, Inc. requests relief from this section because the UAS will be operated below 

400 feet AGL. The PIC will ensure the UAS is operated in controlled environments, as 

well as obtaining and assessing information regarding congested areas from the local 

Flight Standards District Office (FSDO) and avoiding areas of congestion. We feel that 

an acceptable level of safety can be achieved. Extensive range testing and additional 

on-site testing in a controlled environment would be conducted in real time conditions. The 

light-weight UAS being proposed for use in this activity, along with its precise guidance and 

redundant systems, create an entirely different paradigm that should be considered by 

regulatory bodies.

XI. 14 CFR 91.151

 EnTech, Inc. requests exemption from this section due to the maximum flight time 

available from this UAS. The UAS total flight time is limited to 20 minutes and therefore 

the PIC would not be able to meet the minimum standards and still conduct the 

inspections. The UAS is equipped with a visual battery indicator that displays the battery 

levels at all time. Additionally, the UAS has a visual alarm that indicates when the 

battery reaches a state of 20% battery life, or approximately 4 minutes of flight time. These 

indicators, coupled with pilot awareness and the emergency “Return to Home” setting, will 

supply ample time to land the UAS safely in the event of low battery.

XII. 14 CFR 91.203

EnTech, Inc. requests relief from 14 CFR 91.203, as the appropriate airworthiness 

certificate does not exist for this UAS. Additionally, the certificate cannot be displayed in the 

aircraft due to the size and physical structure of the UAS.

XIII. 14 CFR 91.405(a), 407(a)(1), 409(a), 417(a)(b)

EnTech, Inc. requests relief from these sections of 14 CFR 91.405, 407, 409, and 417. The 

above-cited regulations require, in general, aircraft owners and operators to inspect the 

aircraft “...as prescribed in subpart E of this part and shall between required inspections, 

except as provided in paragraph (c) of this section, have discrepancies repaired as 

prescribed in Part 43 of this chapter.” These regulations apply to aircraft with an Airworthiness 

Certificate. Therefore, these sections are not applicable to this UAS. Operators will 

adhere to requirements located within the operations manual. These FARs only concern 

aircraft with an airworthiness certificate and therefore would not apply in this situation. All 

maintenance and inspections will be conducted within the maintenance manual and 

operations manual. 

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Petition for Exemption under §333 of the FAA Modernization and Reform Act of 2012

(d) The reasons why granting this request would be in the public interest; that is, how it would 

benefit the public as a whole.

Personnel Safety

Performing aerial inspections and surveys utilizing a UAS has many beneficial uses to public 

safety and can be utilized in many different applications. Some of the beneficial uses that are 

in the best interest of public safety include: search and rescue, natural disaster surveillance, 

power line inspections after storms, agricultural application surveys, and other fast noninvasive surveys or videography to reduce the exposure and time required for traditional 

inspections and surveys of such matters. 

Hazards such as downed power lines, flooding, broken or damaged pipelines and bridges, 

forest fires and avalanches oftentimes are located in areas where terrain is inaccessible or 

difficult to access safely, or simply too dangerous for foot travel. Field inspections leave 

employees vulnerable to environmental hazards such as snow and ice accumulation, 

stream crossings, seasonal water runoff, felled trees, downed power lines and blocked 

paths; biological hazards, such as poison ivy, snakes, and natural predators; and extreme 

temperature changes which may cause altitude sickness, heat stroke or frost bite. The 

utilization of our UAS will ensure access to these areas while minimizing risk of serious injury 

or issue to personnel assigned to conduct these inspections, as well as a more cost-effective 

and timely analysis of any such events that the UAS may be deemed useful to complete 

such tasks. Local emergency entities will be briefed on the nature of intent of EnTech’s and 

the UAS’s capabilities which could be made available for a possible resource option. 

Cost-Effectiveness

Costs will be reduced and timelines will gain efficiency with the use of a UAS. Most 

applications of a traditional inspection or survey would include multiple personnel and 

vehicles to complete the task. The use of the UAS will minimize the planning, engineering 

and design of gaining the access and data to make informed decisions and generate

solutions, while minimizing possible lost time of employees due to sickness or injury being 

sustained in a hazardous situation. 

(e) The reasons why granting the exemption would not adversely affect safety, or how the 

exemption would provide a level of safety at least equal to that provided by the rule from 

which the exemption is sought.

The UAS consists of a lightweight, battery powered multirotor craft, a personal computerbased ground control station, and associated communications equipment. The 

multirotor craft’s length is 36”, its width is 36” and it has a height of 12.6”, which can operate 

at a maximum speed of about 30 mph. The Draganfly X4-ES is controlled from a 2-

way 900 MHz data link frequency which sends controls to the UAS and also receives 

data, such as battery level alarms back to the PIC. This frequency is a DSSS (Direct 

Sequence Spread Spectrum) transmission. These have been proven to be reliable

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Petition for Exemption under §333 of the FAA Modernization and Reform Act of 2012

and not accept interference from other frequencies. The UAS is equipped with a visual 

battery indicator that displays the battery levels at all times. Pilots are trained to monitor 

the battery indication lights during flights. Additionally, the UAS has a visual alarm that 

indicates when the battery reaches a state of 20% battery life, or approximately 4 minutes 

of flight time. The UAS consists of a semi-autonomous flight mode. The aircraft will be 

operated with both a PIC and a ground-based Visual Observer (VO) in accordance with 

FAA Policy N 8900.227 Section 14, Operational Requirements for UAS. All flights will 

occur at no more than 400 feet AGL; operations will be conducted in a professional and 

controlled manner and in line of sight (LOS) of the PIC. The UAS has a Sony RX100 III zoom 

camera which downloads real time data via a 5.8 GHz link to the ground control station. All 

applicable regulations set forth by the Federal Communications Commission (FCC) will be 

adhered to by the PIC. This UAS has 11 onboard sensors including gyros, accelerometers, 

magnetoresistive, barometric and GPS sensors. 

Flight operations will be limited to daytime hours with at least a 500’ cloud ceiling and a 

1 mile flight visibility requirement. Visual meteorological conditions and the aircraft will 

remain within visual line of sight of the PIC at all times. The PIC will complete the proper 

training and exercises at a controlled field before performing client based flight patterns. 

This exemption will provide a greater level of safety to that provided by the rule from which 

the exemption is sought due to the current nature of conducting inspections. Because UAS 

flights are not currently authorized for commercial use, the small size, extreme 

maneuverability and zoom capabilities on the camera together allow for a safe, 

unimpeded inspection of critical infrastructure assets. Conducting safe inspections and 

land surveys are in the public interest, provide a safer alternative, and produce more 

accurate data for engineering evaluation.

(f) Summary to publish in the Federal Register

I. The rule from which exemption is sought

EnTech, Inc. seeks exemption under §333 of the FAA Modernization and Reform Act of 

2012 (Public Law 112-95) from 14 CFR 21; 14 CFR 36, 45.23; 45.27, 45.29; 61.113; 91.7; 

91.9(b) (2); 91.103(b); 91.109; 91.119(c); 91.151(a); 91.203(a)&(b); 91.405(a); 91.407(a) (1); 

91.409(a) (2); 91.417(a)&(b)

II. A brief description of the nature of the exemption sought

EnTech, Inc. requests an exemption under Section 333 of the FAA Modernization and 

Reform Act of 2012 for commercial flight of its Draganfly X4-ES UAS. EnTech, Inc. 

provides civil engineering consulting, surveying and inspection services to private and 

government entities. EnTech will primarily use this UAS for general land surveying and aerial 

photography to aid in the design and implementation of solutions based in the civil 

engineering field. EnTech would also expect to utilize the UAS in program operations which 

consist of: (1) agricultural operations; (2) forest and wildlife conservation; (3) aerial 

surveying; (4) patrolling (pipelines, power lines & natural gas fields); and (5) any other 

operation specified by the FAA. Proposed operations will be performed in full 

7

Petition for Exemption under §333 of the FAA Modernization and Reform Act of 2012

FLIGHT OPERATIONS MANUAL

Area & Environment

 Hazards / Site Selection

 Check for wires / cables

 Animals

 People / bystanders

 Property in the vicinity

 Site is away from nonessential participants

 Ability to maintain adequate buffer zones between aircraft and personnel;

 Minimize departures and landings over populated areas

 Take into account local topography, ensuring a visible line of sight towards the UAS at all times. Ensure the 

telemetry connection is not obstructed.

 Investigate potential alternative landing sites in case take-off site is obstructed.

 Psychological consideration (are you well rested, rushed, are you being pressured by client)

 Weather considerations

 Temperature

 Visibility

 Precipitation

 Wind Speed

 Upper winds / at altitude

 Rotor (lee side of large objects)

 Notify any bystanders or nearby property owners of your intentions (permission)

 Discuss flight plan with your co-pilot or spotter

 If flying in controlled airspace, have you notified airspace authority

 NOTAMs

 Can you reach authorities

 Do you need to maintain communication?

 First Aid Kit stocked, readily accessible and visible to anyone in the area.

UAS Equipment

 Walk-around

 Crack in joints and structural members

 Loose or damaged screws, ties, fasteners, straps

 Loose or damaged wiring

 Loose or damaged connections (solder, plugs, etc.)

 Inspect prop mounts and screws and apply slight counter pressure on arms to check for loosened components

 FPV , inspect / clean FPV (Camera) Lens and insure it is secured and connects are firmly attached

 Camera settings are correct (still images, video, framerate)

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Petition for Exemption under §333 of the FAA Modernization and Reform Act of 2012

 Battery / Batteries are fully charged, properly seated and Secured

 Fail-safe equipment functioning

 RTH (return to home)

 Firmware Airport Proximity Detection Functioning

 Props are smooth and free of damage / defect (check blade, surface and hub)

 Prop adapters are tight / secure

 Ensure voltage alarm is connected

 Ensure arming / idle timeout is properly configured

 Correct model is selected in transmitter (if applicable)

 Check RC transmitter shows the right range and centering for all sticks

 Perform range test

Mission Plan

 All actions and contingencies for the mission planned.

 Contingency planning should include safe routes in the event of a system failure, degraded performance, or lost 

communication link, if such a failsafe exists.

 Mission plans and flight plans should be shared with other operators in the vicinity.

Public Awareness

 Be courteous and polite

 You are an ambassador and your actions will affect other pilots and the industry in general

 Be professional / appear professional

Pre-Flight/Run-Up

 Verifying all transmitter, on-board aircraft and camera batteries are fully charged; (confirm voltages)

 Ensure no frequency conflicts with both video and transmitter / receiver

 Checking all control surfaces for signs of damage, loose hinges, and overall condition; Looking over the 

wing/rotors to ensure they are in good structural condition and properly secured;

 Check motor/engine and mounting attached to the airframe;

 Study propellers / mounting hardware (tight) / rotor blades for chips and deformation;

 Check the landing gear for damage and function

 Test electrical connections, plugged in and secure

 Ensure photo / video equipment mounting system is secure and operational.

 Check location of GPS equipment controlling the autopilot.

 Check the IMU movements in the ground control software.

 UAS in stabilization mode, ensure control surfaces move towards the correct positions

 UAS / Drone is in a level location safe for takeoff

 FPV / Power up ground station

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Petition for Exemption under §333 of the FAA Modernization and Reform Act of 2012

 FPV / Power up Video receiver

 If using Video recorder turn on camera system

 Camera settings are correct (still images, video, framerate)

 SD camera memory clear and inserted into the camera

 Action / Start filming

 All transmitter controls move freely in all directions

 All transmitter trims in neutral position

 All transmitter switches in correct position( typically away)

 Transmitter throttle to zero

 Radio transmitter on

 Connect / power on battery to airframe

 Ensure led indicators and audible tones are correct

 Timer on (if applicable)

 FPV, confirm video is in monitor / goggles

 Scan for nearby cars / people / animals

 Say “CLEAR!”

 Arm flight controller

 Increase throttle slightly listening for any abnormalities

 Short 20-30 second hover at 3-5 feet (listen for vibrations / loose items)

 Confirm Voltage levels are correct

In-Flight

 Basics: If flying manually, always keep your fingers on the controller/transmitter.

 Never let the UAS out of your sight even for a second.

 Climb to a safe altitude away from potential hazards and to reduce noise pollution.

 Keep aircraft at a safe operating distance from people, electric utility lines and buildings.

 If the UAS must be flown over buildings or people, use a lightweight UAS and maintain a safe altitude for 

recovery and make every effort to minimize exposure.

 Spotter: Use a spotter whenever possible and appropriate.

 Do not fly UASs within distance defined by local laws of any private/commercial airport/helipad

 Do not fly around a pre-existing UAS flying site without a frequency-management agreement.

 Do not interfere with operations and traffic patterns at any airport

 Landing: Regardless of whether of a manual or automated UAS landing, scan landing area for potential 

obstruction hazards.

 Announce out loud “Preparing to Land”.

 Carefully land the aircraft away from obstructions and people.

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Petition for Exemption under §333 of the FAA Modernization and Reform Act of 2012

Post-Flight

 Shutting Down: Turn the power off to the aircraft and/or disconnect the batteries.

 Turn off the transmitter.

 Turn the power off to the photo equipment.

 Visually check aircraft for signs of damage and/or excessive wear.

 Remove the unused fuel if applicable. Secure the aircraft.

 Check pictures: Verify that the UAS camera actually took the pictures.

 LOG FLIGHT

12
Draganflyer X4-ES Helicopter Tech Specs 

Draganflyer X4- Emergency Services Configuration 

Helicopter Size 

• Dimensions 

o Width: 87cm (36.25in) 

o Length: 87cm (36.25in) 

o Top Diameter: 106cm (41.8in) 

o Height: 32cm (12.6in) 

Weight & Payload 

• Helicopter Weight: 1,625g (57oz) 

• Payload Capability: 850g (30oz) 

• Maximum Gross Take-Off Weight: 2,475g (87oz) 

RF Communications* 

• 900 MHz Data Link 

o Link Type: Helicopter to Ground & Ground to Helicopter (Two-Way) 
o Helicopter Antenna: Wired Whip Antenna 

o Controller Antenna: 1⁄2 Wave Whip Antenna 

o RF Data Rate: 200kbps 

o Receiver sensitivity: -101dBm 

o Transmission Technique: DSSS (Direct Sequence Spread Spectrum) 

o Frequency band: 902 – 925 MHz 

o Certifications: FCC, IC, C-TICK, Anatel, IDA 

o Data Link Channel Selection: Automatic (13 Channels) 

 

• 5.8GHz Video Link

o Link Type: Helicopter to Ground & Ground to Helicopter (Two-Way) 

o Helicopter Access Point Antenna: Omni-Directional 

o Base Station Receiver Antennas: Integrated Antenna Array (Hi-gain 4 

antenna system) 

o Transmission Power: 25dBm 

o Receiver Sensitivity: -96dBm 

o Transmission Technique: WiFi 

o Frequency Band: 802.11n 4.9-5.9GHz 

o Certifications: FCC Part 15.247, IC RS210, CE 

 *Range varies with environment

11 Onboard Sensors 

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

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

• 3 Magnetometers (Magnetoresistive Sensors) 

• 1 Barometric Pressure Sensor 

• 1 GPS Receiver 

GPS 

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

• Maximum Satellites Tracked Simultaneously: 16 

• Position Update Rate: 4 Hz 

• GPS Antenna: Ceramic Patch 

Flight Characteristics: 

• Unassisted visual reference required 

• Max Climb Rate: 2m/s (6.5ft/s) 

• Max Descent Rate: 2m/s (6.5ft/s) 

• Max Turn Rate: 90°/second 

• Approx Maximum Speed: 50km/h (30mph) 

• Minimum Speed: 0km/h (0mph) 

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

• Maximum Altitude ASL: 2,438m (8,000ft) 
• Maximum Flight Time: Approx. 20 min 

• Approx Sound at 1m (3.28ft): 72dB 

• Approx Sound at 3m (9.84ft): 62dB 

Operating Requirements 

• 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: 50 km/h (30mph) 

Rotor Blades 

• Two Clockwise, Two Counter-clockwise rotors (Four Rotors Total) 

• Rotor Blade Material: Molded Carbon Fiber 

• Rotor Diameter: 39.4 cm (16in) 

Electric Motors 

• Brushless Motors: 4 

• Configuration: Direct Drive (One Motor per Rotor) 

• Safety Features: Stall Protection 

• Ball Bearing 

• Voltage: 14.8V 

Position 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 

• LED Light Positions 

o Red: Left Front 

o Green: Right Front 

o White: Both sides Tail/Rear 

Rechargeable Helicopter Battery 

• Cell Chemistry: Lithium Polymer 

• Voltage: 14.8V 

• Capacity: 5400mAh 

• Length: 9.8cm (3.9in) 

• Width: 6.7cm (2.6in) 

• Height: 3.4cm (1.3in) 

• Connectors: Integrated Balance and Power 

• Recharge Time: Approx. 60 minutes (after typical flight) 
Landing Gear 

• Installed Height: 16.5cm (6.5in) 

• Stance Width: 64.7cm (25.5 in) 

• Landing gear : 4 individual nylon feet 

• Landing Gear Material: Molded Carbon Fiber, nylon 

Materials 

• Carbon Fiber 

• Glass Filled Injected Nylon 

• Aluminum & Stainless Steel Fasteners 

• RoHS Compliant 

Flight Data Recorder 

• Flight Data Recording: On-Board 

• Stored To: Micro SD card or GCS hard drive exportable to external storage 

• Data Recorded: Onboard Sensor Flight Data (Link quality, Orientation, Altitude, 

Speed, Direction) 

Camera Attachments 

Standard camera for the Draganflyer X4ES System is the Digital Still camera 

• 20.2MP (Mega-Pixel)/1080P HD video- Digital Still Camera with Remote 

Controlled Tilt, Zoom and shutter with a 2 axis stabilized mounting system. 

• Thermal FLIR (Forward Looking Infra-Red) Camera with Remote Controlled Tilt 

& onboard digital video recorder 

• Low Light Video Camera with Remote Controlled Tilt & onboard digital video 

recorder 

• Note: The Digital Still camera and the FLIR Camera (Quark 320 model) can be 

ordered to allow for a dual mounting system to provide live video switching on 

demand remotely between regular video and IR video. 
Maintenance
Maintenance

The Draganflyer series aircraft feature 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 repaired or 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 folding mechanisms and all joints for damage or wear

• Inspect motors for rough motion

• Inspect all props and prop quick release clips for damage

• Inspect batteries for damage or puffing

• Inspect payload quick release attach points and spring loaded connections

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

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

Every 3 months:

• Check for software or configuration 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
• Inspect canopy mounting latch and slot for tears or cracks

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 or GCS battery

• Cycle and test base station battery

• Check for software or configuration 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.
Firmware updates

Firmware is the software running onboard the helicopter autopilot system or the 

software running on the handheld controller. At Draganfly we’re always working to 

improve the flight characteristics of our systems or when possible, to bring new systems 

functionality to our customers. These improvements are accomplished sometimes by 

new hardware or most often, changes or improvements to the system software.

Just like your computer at home, you should never perform a “software update” unless 

you have a good idea of “what’s new” or what will change as a result of the software 

update. 

At Draganfly, before releasing a new firmware update to our customers the software is 

tested first on simulator systems, then tested extensively in the field under different 

environmental conditions by several “beta testers” before making it available to our 

customers.

The following details the firmware update process for the:

• Standard Handheld Controller (HHC)

• Handheld Ground Control System (GCS)

• Draganflyer X4

• Draganflyer X6

• Draganflyer X4-P and ES systems

Before any upgrade:

To get started you’ll need to get the new Draganfly Firmware and that can be 

accomplished any number of ways. The software might be sent to you on a memory 

stick, it might be something you get in an e-mail or you might download it from the 

Draganfly Support Base WEBsite. To accomplish the upgrade you’ll need one or more of 

the items detailed below:
• Computer with Internet connection

• Formatted 1Gb micro SD memory card

• Freshly charged batteries for either the controller or helicopter

Upgrading the standard handheld controller (HHC):

To get started either delete existing files or reformat the 1Gb micro SD memory card. 

With a clean memory card, download or copy the new upgrade firmware software to the 

1Gb Micro SD memory card. Double check to make sure the new update file is on the 

card and then properly eject it from your computer.

The HHC update file is typically called: TXboot.fx6

The system update file contains an “auto-loader” program that will be executed when 

the system is powered up but... we need to force the HHC to read the file. And to do this 

please:

• remove the flight log file SD memory card from the HHC

• insert the SD memory card with the firmware update file in the HHC

• as illustrated on the next page, press and hold the “yaw trim” and “roll trim” 

switches to the “center” of the HHC. It’s more like a pinch and hold grip on 

them

• as you’re holding the trim tabs, power-on the HHC

• hold the trim tabs until you see the code start loading on the display and then 

release

• after loading the new updated firmware the HHC will reboot

• you can check the new firmware version number on the HHC config screen

• power-off the HHC and reinstall the “log file” SD memory card
Pinch the “yaw” and “roll” trim 

tabs towards each other before 

powering on the HHC to load the 

new systems firmware

Remove the “log file” SD 

memory card and insert the SD 

card containing the new 

firmware file

While pinching the yaw and roll trim tabs 

power on the HHC. After code starts 

loading you can release the trim tabs. 

After loading the new firmware the system 

will reboot.

HHC Firmware Upgrade Diagram
Upgrading the handheld Ground Control System (GCS):

Because the handheld Ground Control System (GCS) is a full blown computer the 

process is considerably different and in many cases much more straight forward. The 

GCS is actually comprised of two computers operating side-by-side to “present” the 

information and to “control” the aircraft.

Periodically the GCS will get new “software” updates for the presentation computer and 

new “firmware” updates for the flight controller. As a user of the system, this is all 

accomplished through a single “system upgrade”.

To upgrade a GCS all that’s required is an Internet connection either via a wired, or 

wireless ethernet.

To get started power-on the 

GCS and connect to either a 

wired ethernet connection or 

the wireless access to the 

Internet. 

Keep in mind that if you select a 

new wireless network, after the 

upgrade process you’ll need to 

reconnect back to the Draganfly 

video network before you will 

receive video again.

Once powered on and 

connected to the Internet 

navigate to the System Utility Screens and 

select the “controller” screen. From there please run through these steps to check for 

updates and load:

• select “upgrade”

• in the upper right screen select “check”

GCS Aircraft Link GPS/SV PDOP

P1 ---- Set Clear ----

P2 ---- Set Clear ----

P3 ---- Set Clear ----

P4 ---- Set Clear ----

P5 ---- Set Clear ----

Open Mission Clear All Save Mission

Flight time: 00:00

Heading: 0

Distance: 0m

AGL: 0m

Speed: 0m/s

Solo

System Utilities

Disconnect

N

S

W E

15.9 0.0 0.0 0.0 0.0 Scanning ...

00:00:00 Software build hash number

00:00:00 DraganView Software Version Number

Handheld Ground Control System (GCS)
• at this point the GCS will connect through the Internet to the Draganfly 

Servers and “check” for the latest software updates for the GCS. If a new 

update is found, it will be listed

• select the upgrade file and “update” the GCS

• update status will be indicated as the GCS copies and loads the new 

software. Once completed the GCS will reboot itself

• check the new software version by returning to the system utility, controller 

screen and hovering your GCS mouse over the “controller identity” located in 

the upper left window. Hovering over identity will pop-up the status in the 

upper right window.

• upgrade is complete 

• if you used a wireless network to upgrade your GCS, you will need to 

reconnect with the Draganfly network the next time the helicopter is powered 

up to restore the video down-link network so you can do that now, or 

remember it needs to be done the next time you fly.

Helicopter firmware upgrades:

The process to update firmware on the various aircraft is exactly the same, no matter 

what the aircraft. The only difference between them is the physical location of the SD 

memory card socket and the switches. The following is a general description of the 

process and to see the exact location of the switches and SD memory card locations 

refer to the aircraft diagrams that follow.

To get started either delete existing files or reformat a 1Gb micro SD memory card. With 

a clean memory card, download or copy the new aircraft upgrade firmware to the 1Gb 

Micro SD memory card. Double check to make sure the new update file is on the card 

and then properly eject it from your computer.

The aircraft update file is typically called: boot.fx6

Just like the HHC, the aircraft update file contains an “auto-loader” program that will be 

executed when the helicopter is powered up but... we need to force the helicopter to 

read the file on power-up. To get all this going please:
• if you have an SD memory card in the aircraft, remove it

• install the SD memory card containing the new firmware in the aircraft

• install and plug in the helicopter flight battery

• locate and press/hold the S1 switch on the helicopter

• with S1 depressed, power-on the aircraft

• S1 forces the helicopter to read the SD memory card and begin loading the 

new firmware. As the firmware is being loaded the navigation LEDs will blink 

in an erratic fashion. Hold the S1 switch until the new firmware is loaded, 

indicated by a normal navigation LED blink pattern. When you see a normal 

blink pattern it’s okay to release the S1 switch.

• connect to the aircraft with your HHC or GCS to read and confirm the new 

helicopter firmware version number

• power-down the system

• unplug the helicopter battery

• remove the update SD memory card

• reinstall the original helicopter SD memory card that’s normally in the aircraft 

to record system flight data and error logs

SD memory card and switch locations for the different aircraft:

Draganflyer X4

Remove the canopy and you’ll see two different PC boards. The power distribution 

board is located on the bottom and the autopilot/main control board is located above it. 

As illustrated the SD memory card socket is located on the bottom side of the power 

distribution board near the left, front, boom.

The S1 switch is located on the top autopilot board right next to the Xbee module and 

as you know, the power on/off switch is located under the main board at the rear of the 

aircraft.
It takes two hands to do this, but in some respects it’s easier than the other helicopters. 

The diagram on the next page explains where everything is located.

Autopilot / main control 

board

Right front boom

Power distribution 

board

SD memory card slot is located 

under the main board in this 

location

The S1 switch is near the Xbee 

module and is depressed and 

held before powering up the 

aircraft to load new firmware

Aircraft main power switch is located 

under the power distribution board at rear 

of aircraft

Draganflyer X4 Canopy 

removed Top View
Draganflyer X6

Remove the canopy and you’ll see a printed circuit board along the back end of the 

helicopter deck plate. The PC board holds the power on/off switch, S1 switch and SD 

memory card holder.

The S1 switch is located next to the red power 

on/off switch.

It takes two hands to do this and some 

people find it easier to 

use a plastic pen tool or 

pointer of some kind to 

depress and hold the S1 

button.

Draganflyer X4-P, ES and X8

Illustrated on the next page, remove 

the canopy and you’ll see two buttons 

at the rear of the deck plate.

The S1 switch is located to the left of the 

red power on/off switch.

It takes two hands to do this and some 

people find it easier to use a plastic pen 

tool or pointer of some kind to depress and 

hold the S1 button as you reach under the 

helicopter to power it on.

Helicopter battery 

pack

S1 SD memory card slot

switch

Helicopter power 

on/off switch

Draganflyer X6 

Canopy removed Top 

View

Right boom

Main deck plate
Main deck plate

Right front boom

Helicopter battery pack

SD memory card slot 

located under the deck 

plate of the aircraft

S1 switch

Helicopter power on/off 

switch located below the 

deck plate

Draganflyer X4-P, X4-ES and X8 

Canopy removed Top View
Helicopter configuration file upgrades:

The configuration file, contains the helicopter tuning parameters. Helicopter 

configuration files are different between all airframes and as you might expect, when 

improvements are made to the aircraft, new helicopter tuning “config files” will be made 

available.

Updating the helicopter configuration file is an easy and straight forward process that 

can be implemented in one of two ways. You can update using an SD memory card or if 

you prefer, use the USB wireless dongle and the DF X6 Control program.

SD memory card update process:

• Insert an SD memory card into the helicopter.

• Within 5 seconds of powering on the helicopter, depress the S1 switch.

• The helicopter will create a backup file called “BACKUP.DFD”.

• During the backup process, the aircraft navigation LEDs will blink fast. After 

they stop, power off the aircraft.

• Remove the SD memory card.

• Copy the new configuration file you either downloaded or received from 

Draganfly to the SD card.

• While the SD card is plugged into your computer, copy the BACKUP.DFD file 

you just created to a nice safe place on your computer system.

• Insert the SD memory card into the helicopter.

• Within 5 seconds of powering on the helicopter, depress the S1 switch.

• During the update process, the aircraft navigation LEDs will blink fast. After 

they stop, power off the aircraft and the the software update is complete.

• You are ready to fly
USB wireless dongle update process:

• keep in mind that before updating your current helicopter configuration it’s 

always a good idea to create a backup of the current aircraft settings.

• you will receive new helicopter config files from Draganfly via e-mail or you’ll 

download the files from the Draganfly Support Base WEBsite.

• to begin, setup your computer and connect the blue USB telemetry 

communications adapter.

• after powering on the computer and letting it boot, launch the DF X6 Control 

program and select the “configuration” tab.

• power on the aircraft.

• The DF X6 Control program, will automatically establish a wireless connection 

to the aircraft.

• from within DF X6 Control, download and save the current aircraft 

configuration file to a named folder. For example a folder called “DF Old 

Config”. With this step completed continue to update the aircraft.

• Download the new config file to your computer and save it in a named folder. 

For example create a folder called “DF Config Updates”.

• using the DF X6 Control program, selct the new configuration file to upload to 

the aircraft.

• select the “all wind conditions” and the “all payloads” radio buttons.

• Confirm that you have selected the correct file and that you have the radio 

buttons selected.

• select “upload” to update the aircraft. When completed the program will 

indicate “success”.

• power-off the aircraft.
Motor testing:

To conduct a motor test it is very important to REMOVE THE PROPS from the aircraft. 

Only after removing the props should you consider executing a motor test because the 

computer will run up/down the motors to test their performance. If you do not remove 

the props there is a serious risk of both damage to the aircraft and personal injury.

To execute a motor test:

• remove all props from the helicopter.

• install a fully charged helicopter flight battery.

• power-on the helicopter.

• power-on your HHC or your GCS controller.

• power on your computer.

• connect the blue USB telemetry communications adapter to your computer.

• launch the DF X6 Control program.

• The DF X6 program will automatically connect to the aircraft.

• select the “diagnostics” tab.

• with the props removed, arm the aircraft with your HHC or the GCS.

• select the “start button” to begin the motor test.

• each motor can be run independently using the control sliders.

• slowly increase each slider to 25% and the reduce to zero.

• any motors that do not run, or run roughly should be replaced.

• after completing the test power-off the helicopter, power-off the HHC or GCS 

and shutdown your computer.
Motor replacement:

It is very important to understand the motors are set-up to run in the specific boom. For 

example, a motor that is in the right front boom can not be moved to any other boom 

without changing the “motor ID settings” DIP switch. And the same is true when 

installing a new motor; the motor DIP switch settings of the new motor must “match” the 

DIP switch settings of the motor being replaced. Failure to set-up the motor correctly will 

result in a crash.

To replace a motor please follow these instructions:

• disconnect and remove the aircraft battery.

• remove the prop.

• remove the motor by removing the small “set screw” type screws around the 

outside edge of the motor pod. Some aircraft will use 5 screws while others 

may use 3.

• with the screws removed, slowly and carefully remove the motor from the 

pod. Please avoid twisting the motor assembly. The motors are a snug fit but 

you must wiggle and pull straight up to remove them from the motor pod to 

avoid damaging motor wiring.

• be aware there is either a wired cable connector or flex cable attached so 

remove it very slowly and carefully. Please note, the flex cable is very fragile 

so take extra care if your motor is connected with this type of cable.

• the cable connectors in some aircraft are typically secured with a dab of 

adhesive. The adhesive can be either peeled away or carefully cut to remove 

the motor connector.

• with the motor removed you will see a four position DIP switch located on the 

motor speed controller. Motors from the X4-P, X4-ES and X8 are very easy to 

see. Motors from the X6 have the speed controller on the inside of the pod 

motor housing so it requires looking through one of the holes, to read the 

switch settings.
• match the switch settings of the new motor, to the old motor. Check this, and 

double check this, to make sure the switch settings are the same before 

reassembling the helicopter.

• after assembly, remove all props from the aircraft and execute a motor test as 

described above. Please note the direction the new motor is spinning as 

another safety check to insure the switches were set properly.
Contact Information

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: v1.4

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
•

SYSTEM FLIGHTS

Draganflyer Flight Logs

Version 1.0
Introduction:

It’s important to plan and log each flight. Flight pre-planning helps define special 

conditions that will be encountered during the flight, aircraft configuration and any 

special resources required.

After each flight please complete a post flight log detailing what transpired, battery 

usage and anything unusual that happened. Well maintained log books are the sign of a 

well run and strong air program.

This log book is the property of:

If found please 

return to:

Phone:

E-mail:

FAA/TC:

Local airport:

Local tower:

Fire & EMS:

Police:

Local contact numbers
Draganflyer Helicopter Serial Number ________ Flight Plan

Date Location Flight Plan Number

Estimated 

Takeoff Time

Estimated

Land Time

Maximum 

Altitude Nature of Flight

Pilot Spotter Student Payload Type

Support Personnel

Restrictions or Special Instructions
Draganflyer Helicopter Serial Number ________ Flight Log

Date Location Pilot Flight Plan Number

Flight Log Number

Agency Number

Takeoff Time Land Time Total Flight 

Time Accumulated Flight Time

Wind Speed Temperature Spotter Maximum Altitude

Weather Conditions Payload Type

Purpose of Flight Battery 

 

 Pack # Start Voltage: End Voltage:

Comments

Include damage sustained, repairs made or required