8.24

Flight telemetry summary

Distance Meters

6591.5 m

Maximum Altitude AGL

45.3 m

Maximum Ground Speed

33.76 m/s

Minimum Battery Percent

52%

Minimum Battery Voltage

13.83 V

Minimum GPS Satellites

25

Maximum GPS HDOP

0.62

Flight Modes

AUTO

Maximum Distance From Home Meters

365.8 m

Maximum Distance From Home Time

4m 7s

Average Ground Speed

21.83 m/s

Maximum Climb Rate MPS

6.58 m/s

Maximum Descent Rate MPS

-6.2 m/s

Battery Consumed MAH

1529.9 mAh

Battery Consumed Wh

22.61 Wh

Voltage Sag

2.91 V

Maximum Estimated Wind Speed MPS

10.92 m/s

Flight Mode Seconds

AUTO: 5m 8s

Maximum GForce

5.11 g

Compass Healthy

Yes

EKF Healthy

Yes

Maximum GPS Accuracy Meters

0.76 m

Board Temp Max C

51.9 °C

CPU Load Max Percent

8.7%

Weather at the flight

Source

open-meteo-archive

Sampled At Utc

2026-08-24T09:00Z

Latitude

22.37

Longitude

113.54

Temperature C

29.5 °C

Wind Speed MPS

2.84 m/s

Wind Direction Degrees

194

Wind Direction Cardinal

SSW

Weather Code

53

Weather Description

Drizzle moderate

AI flight report

This flight ran the full 5:08 in AUTO mode, covering 6,592 m of track and climbing to a maximum of 45 m above home by 1:20. After a quick climb in the first 30 seconds (14.9 m altitude at 0:15 rising to 40.4 m by 0:30), the aircraft cruised in the 37–43 m band for most of the flight, pushing out to its farthest point of 366 m at 4:07 before turning back and descending through the final minute, dropping to 15.8 m by 5:00 with a descent rate of -4.6 m/s. Ground speed varied a lot, peaking at 33.8 m/s at 2:01, well above the 21.8 m/s average, and satellite lock stayed solid throughout (25–28 sats, HDOP no worse than 0.62), so navigation accuracy doesn't look like a factor here. Conditions were drizzle (moderate) with a light 2.84 m/s wind from the SSW — worth keeping in mind, though the data doesn't show a direct link between the weather and the anomalies below.

The most consistent anomaly is motor 4. At 0:00 it was already running 770 µs away from motor 3 (a sustained-imbalance warning), and by 0:09 it hit 2200 µs — deep into the saturation zone where an ESC has little authority left. That's not a one-off: motor 4 was flagged as saturated again at 0:08, 0:48, 1:21, 1:56, 2:46, and 4:37, each time in the 1900–2000+ µs range. A second, smaller imbalance warning appeared right near the end at 4:58 (201 µs spread). This repeating pattern across the whole flight — rather than a single brief spike — points toward something mechanical (a weak motor, prop damage, or a persistent CG offset) rather than normal maneuvering correction.

Alongside that, the log shows a string of "impact/hard landing" G-spikes in the 3.1–3.5 G range at 0:33, 0:48, 0:53, 1:17, 1:22, 1:33, 1:57, 2:46, and 3:09 — all occurring mid-flight, not at takeoff or touchdown, and several line up closely with "extreme attitude" warnings of 45–48° (and a steep 70° excursion at 1:22, the flight's max). Peak acceleration for the whole flight, 3.64 G, landed at 2:47, right next to that same cluster. Taken together, this looks like a flight that was working hard to stay controlled — steep attitude swings paired with acceleration spikes — and the timing overlap with the recurring motor 4 saturation events suggests the two may be related, though the data doesn't let us say for certain which caused which.

Given how often motor 4 shows up pinned near its output ceiling across the entire flight, the first actionable step is a pre-flight motor/prop inspection focused on that position — this isn't a brief correction, it's a pattern from

Detected flight events

1. 0s — Sustained motor asymmetry: motor 3 1570 µs vs motor 4 800 µs (770 µs spread)

   At liftoff motor 4 sits at just 800 µs vs motor 3's 1570 µs — a 770 µs spread pre-flight, likely a weak motor or CG offset needing correction.

2. 1s — Flight mode changed to AUTO

   Autopilot engages AUTO one second after the imbalance flag — the mixer is already compensating as control authority shifts to the flight controller.

3. 8s — Motor 4 at 1942 µs — near maximum output, little authority left

   Motor 4 spikes to 1942 µs, just shy of its 2200 µs peak at 0:09 — the mixer is nearly maxed out fighting the asymmetry during initial climb.

4. 12s — Takeoff (altitude threshold)

   Threshold crossed for takeoff; by 0:15 the craft is climbing at 4.9 m/s and 14.9 m — a fast, aggressive ascent from the start.

5. 26s — Steep attitude: 47° from level

   At 47° from level during climb-out (alt ~40 m per the 0:30 sample), this is a sharp bank, likely compensating for the motor imbalance.

6. 33s — Impact or hard landing: 3.3 G

   A 3.3G jolt near peak altitude (~40 m, vertical speed flattening to 0.2 m/s) — likely a hard control correction rather than ground contact.

7. 48s — Motor 4 at 1902 µs — near maximum output, little authority left

   Motor 4 again near saturation at 1902 µs while cruising near 41 m — the same motor is chronically overworked through this flight.

8. 48s — Impact or hard landing: 3.1 G

   Same instant as the saturation event — the motor straining for authority likely triggers this 3.1G airframe jolt.

9. 53s — Impact or hard landing: 3.3 G

   Another 3.3G spike while altitude holds steady near 40 m (per 0:45–1:00 samples) — consistent with turbulence or aggressive attitude change, not impact.

10. 56s — Steep attitude: 45° from level

    A 45° attitude reading in the same window as the prior G-spike — the airframe is banking hard while cruising near max altitude.

11. 1m 17s — Impact or hard landing: 3.4 G

    3.4G recorded as altitude climbs toward its peak (42.4 m at 1:15, still rising per vertical speed +2.2 m/s) — a jolt during the final push upward.

12. 1m 20s — Maximum altitude: 45 m above home

    Altitude peaks at 45 m, just above the 42.4 m logged at 1:15 — the climb tops out here before the craft levels off.

13. 1m 21s — Motor 4 at 1922 µs — near maximum output, little authority left

    Motor 4 hits 1922 µs right after peak altitude — the motor works hardest right as the craft transitions from climb to level flight.

14. 1m 22s — Impact or hard landing: 3.5 G

    This 3.5G reading coincides with the flight's steepest attitude of 70° from level — the two are almost certainly the same violent maneuver.

15. 1m 29s — Steep attitude: 46° from level

    A 46° attitude excursion shortly after the steep spike — the aircraft is still fighting to recover a stable orientation.

16. 1m 33s — Impact or hard landing: 3.3 G

    3.3G recorded near the 1:30 sample (39.1 m, climbing at 3.2 m/s) — another hard jolt during what looks like continued aggressive climbing.

17. 1m 56s — Motor 4 at 1908 µs — near maximum output, little authority left

    Motor 4 saturates at 1908 µs just before the 2:00 sample shows a fast descent (-3.6 m/s) — the motor may be straining to arrest the drop.

18. 1m 57s — Impact or hard landing: 3.1 G

    3.1G logged in the same window as the motor saturation — likely the airframe shaking as the descent is checked.

19. 2m 0s — Steep attitude: 48° from level

    48° attitude lines up with the -3.6 m/s descent at 2:00 — the craft is banking hard while dropping altitude.

20. 2m 1s — Maximum ground speed: 33.8 m/s

    Ground speed peaks at 33.8 m/s just after the 29.5 m/s reading at 2:00 — the fastest moment of the flight, right after a steep descending turn.

21. 2m 38s — Steep attitude: 46° from level

    46° attitude between the 2:30 and 2:45 samples, where speed climbs from 20.2 to 24.9 m/s — another hard bank during acceleration.

22. 2m 46s — Motor 4 at 1910 µs — near maximum output, little authority left

    Motor 4 saturates again at 1910 µs, exactly coinciding with a 3.5G impact reading — the second-highest G event of the flight.

23. 2m 46s — Impact or hard landing: 3.5 G

    This 3.5G spike is the same moment as the motor 4 saturation above — strongly suggesting the saturated motor is driving the jolt.

24. 3m 9s — Impact or hard landing: 3.1 G

    3.1G recorded near the 3:00–3:15 samples where speed has dropped to ~16-17 m/s — a G-spike even during comparatively gentle cruise.

25. 3m 28s — Steep attitude: 46° from level

    46° attitude as altitude climbs toward 43.1 m by 3:30 — another steep bank during a climbing segment.

26. 4m 6s — Steep attitude: 45° from level

    45° attitude between the 4:00 and 4:15 samples, where speed rises from 16.5 to 23.6 m/s — consistent with a sharp turn during acceleration.

27. 4m 36s — Steep attitude: 45° from level

    45° attitude near the 4:30 sample (40.4 m, 20.3 m/s, climbing 0.8 m/s) — still cycling through hard banks late in the flight.

28. 4m 37s — Motor 4 at 1912 µs — near maximum output, little authority left

    Motor 4 saturates at 1912 µs right after this attitude event — the same motor keeps hitting its limit through nearly the whole flight.

29. 4m 58s — Sustained motor asymmetry: motor 1 1523 µs vs motor 4 1322 µs (201 µs spread)

    A smaller 201 µs spread (motor 1 vs motor 4) near the descent to 15.8 m by 5:00 — the imbalance persists but is less severe than at takeoff.