Comment: Speed controller bandwidth, in Hz. Higher values result in faster speed and current rise times, but may result in overshoot and higher current consumption. For fixed-wing aircraft, this value should be less than 50 Hz; for multirotors, values up to 100 Hz may provide improvements in responsiveness.

Comment: Motor spin direction as detected during initial enumeration. Use 0 or 1 to reverse direction.

Comment: Speed (RPM) controller gain. Determines controller aggressiveness; units are amp-seconds per radian. Systems with higher rotational inertia (large props) will need gain increased; systems with low rotational inertia (small props) may need gain decreased. Higher values result in faster response, but may result in oscillation and excessive overshoot. Lower values result in a slower, smoother response.

Comment: Idle speed (e Hz)

Comment: Spin-up rate (e Hz/s)

Comment: Index of this ESC in throttle command messages.

Comment: Extended status ID

Comment: Extended status interval (µs)

Comment: ESC status interval (µs)

Comment: Motor current limit in amps. This determines the maximum current controller setpoint, as well as the maximum allowable current setpoint slew rate. This value should generally be set to the continuous current rating listed in the motor’s specification sheet, or set equal to the motor’s specified continuous power divided by the motor voltage limit.

Comment: Motor Kv in RPM per volt. This can be taken from the motor’s specification sheet; accuracy will help control performance but some deviation from the specified value is acceptable.

Comment: READ ONLY: Motor inductance in henries. This is measured on start-up.

Comment: Number of motor poles. Used to convert mechanical speeds to electrical speeds. This number should be taken from the motor’s specification sheet.

Comment: READ ONLY: Motor resistance in ohms. This is measured on start-up. When tuning a new motor, check that this value is approximately equal to the value shown in the motor’s specification sheet.

Comment: Acceleration limit (V)

Comment: Motor voltage limit in volts. The current controller’s commanded voltage will never exceed this value. Note that this may safely be above the nominal voltage of the motor; to determine the actual motor voltage limit, divide the motor’s rated power by the motor current limit.

Comment: Dynamic model used in the GNSS positioning engine. 0 – Automotive, 1 – Sea, 2 – Airborne.

• 0: Automotive
• 1: Sea
• 2: Airborne

Comment: Broadcast the old (deprecated) GNSS fix message uavcan.equipment.gnss.Fix alongside the new alternative uavcan.equipment.gnss.Fix2. It is recommended to disable this feature to reduce the CAN bus traffic.

• 0: Fix2
• 1: Fix and Fix2

Comment: Set the device health to Warning if the dimensionality of the GNSS solution is less than this value. 3 for the full (3D) solution, 2 for planar (2D) solution, 1 for time-only solution, 0 disables the feature.

• 0: disables the feature
• 1: time-only solution
• 2: planar (2D) solution
• 3: full (3D) solution

Comment: Set the device health to Warning if the number of satellites used in the GNSS solution is below this threshold. Zero disables the feature

Comment: Set the device health to Warning if the number of satellites used in the GNSS solution is below this threshold. Zero disables the feature

Comment: Sets the number of standard deviations used by the innovation consistency test.

Comment: Sideslip measurement noise of the internal wind estimator(s) of the airspeed selector.

Comment: If set to true then the data comming from the airspeed sensors is checked for validity. Only applied if ASPD_PRIMARY > 0.

Comment: If set to true and airspeed checks are enabled, it will use a sensor-less airspeed estimation based on groundspeed minus windspeed if no other airspeed sensor available to fall back to.

• 0: Disable fallback to sensor-less estimation
• 1: Enable fallback to sensor-less estimation

Comment: This specifies the minimum airspeed test ratio required to trigger a failsafe. Larger values make the check less sensitive, smaller values make it more sensitive. Start with a value of 1.0 when tuning. When tas_test_ratio is > 1.0 it indicates the inconsistency between predicted and measured airspeed is large enough to cause the wind EKF to reject airspeed measurements. The time required to detect a fault when the threshold is exceeded depends on the size of the exceedance and is controlled by the ASPD_FS_INTEG parameter.

Comment: This sets the time integral of airspeed test ratio exceedance above ASPD_FS_INNOV required to trigger a failsafe. For example if ASPD_FS_INNOV is 1 and estimator_status.tas_test_ratio is 2.0, then the exceedance is 1.0 and the integral will rise at a rate of 1.0/second. A negative value disables the check. Larger positive values make the check less sensitive, smaller positive values make it more sensitive.

Comment: Delay before switching back to using airspeed sensor if checks indicate sensor is good. Set to a negative value to disable the re-enabling in flight.

Comment: Delay before stopping use of airspeed sensor if checks indicate sensor is bad.

• -1: Disabled
• 0: Groundspeed minus windspeed
• 1: First airspeed sensor
• 2: Second airspeed sensor
• 3: Third airspeed sensor

Reboot required: true

Comment: Scale can either be entered manually, or estimated in-flight by setting ASPD_SCALE_EST to 1.

Comment: Turns the automatic airspeed scale (scale from IAS to CAS) on or off. It is recommended to fly level altitude while performing the estimation. Set to 1 to start estimation (best when already flying). Set to 0 to end scale estimation. The estimated scale is then saved using the ASPD_SCALE parameter.

Comment: Airspeed scale process noise of the internal wind estimator(s) of the airspeed selector.

Comment: Sets the number of standard deviations used by the innovation consistency test.

Comment: True airspeed measurement noise of the internal wind estimator(s) of the airspeed selector.

Comment: Wind process noise of the internal wind estimator(s) of the airspeed selector.

Comment: Body X axis angular velocity differential gain. Small values help reduce fast oscillations. If value is too big oscillations will appear again.

Comment: Improves tracking performance.

Comment: Body X axis angular velocity integral gain. Can be set to compensate static thrust difference or gravity center offset.

Comment: Body X axis angular velocity integrator limit. Can be set to increase the amount of integrator available to counteract disturbances or reduced to improve settling time after large roll moment trim changes.

Comment: Global gain of the controller. This gain scales the P, I and D terms of the controller: output = AVC_X_K * (AVC_X_P * error + AVC_X_I * error_integral + AVC_X_D * error_derivative) Set AVC_X_P=1 to implement a PID in the ideal form. Set AVC_X_K=1 to implement a PID in the parallel form.

Comment: Body X axis angular velocity proportional gain, i.e. control output for angular speed error 1 rad/s.

Comment: Body Y axis angular velocity differential gain. Small values help reduce fast oscillations. If value is too big oscillations will appear again.

Comment: Improves tracking performance.

Comment: Body Y axis angular velocity integral gain. Can be set to compensate static thrust difference or gravity center offset.

Comment: Body Y axis angular velocity integrator limit. Can be set to increase the amount of integrator available to counteract disturbances or reduced to improve settling time after large pitch moment trim changes.

Comment: Global gain of the controller. This gain scales the P, I and D terms of the controller: output = AVC_Y_K * (AVC_Y_P * error + AVC_Y_I * error_integral + AVC_Y_D * error_derivative) Set AVC_Y_P=1 to implement a PID in the ideal form. Set AVC_Y_K=1 to implement a PID in the parallel form.

Comment: Body Y axis angular velocity proportional gain, i.e. control output for angular speed error 1 rad/s.

Comment: Body Z axis angular velocity differential gain. Small values help reduce fast oscillations. If value is too big oscillations will appear again.

Comment: Improves tracking performance.

Comment: Body Z axis angular velocity integral gain. Can be set to compensate static thrust difference or gravity center offset.

Comment: Body Z axis angular velocity integrator limit. Can be set to increase the amount of integrator available to counteract disturbances or reduced to improve settling time after large yaw moment trim changes.

Comment: Global gain of the controller. This gain scales the P, I and D terms of the controller: output = AVC_Z_K * (AVC_Z_P * error + AVC_Z_I * error_integral + AVC_Z_D * error_derivative) Set AVC_Z_P=1 to implement a PID in the ideal form. Set AVC_Z_K=1 to implement a PID in the parallel form.

Comment: Body Z axis angular velocity proportional gain, i.e. control output for angular speed error 1 rad/s.

Comment: Set to 1 to use heading estimate from vision. Set to 2 to use heading from motion capture.

• 0: None
• 1: Vision
• 2: Motion Capture

Comment: This parameter is not used in normal operation, as the declination is looked up based on the GPS coordinates of the vehicle.

Comment: Set to 0 to avoid using the magnetometer.

Comment: The voltage seen by the ADC multiplied by this factor will determine the battery current. A value of -1 means to use the board default.

Reboot required: True

Comment: Defines the capacity of battery 1 in mAh.

Reboot required: True

Comment: This parameter specifies the ADC channel used to monitor current of main power battery. A value of -1 means to use the board default.

Reboot required: True

Comment: Defines the number of cells the attached battery consists of.

• 2: 2S Battery
• 3: 3S Battery
• 4: 4S Battery
• 5: 5S Battery
• 6: 6S Battery
• 7: 7S Battery
• 8: 8S Battery
• 9: 9S Battery
• 10: 10S Battery
• 11: 11S Battery
• 12: 12S Battery
• 13: 13S Battery
• 14: 14S Battery
• 15: 15S Battery
• 16: 16S Battery

Reboot required: True

Comment: If non-negative, then this will be used in place of BAT1_V_LOAD_DROP for all calculations.

Reboot required: True

Comment: This parameter controls the source of battery data. The value 'Power Module' means that measurements are expected to come from a power module. If the value is set to 'External' then the system expects to receive mavlink battery status messages. If the value is set to 'ESCs', the battery information are taken from the esc_status message. This requires the ESC to provide both voltage as well as current.

• -1: Disabled
• 0: Power Module
• 1: External
• 2: ESCs

Reboot required: True

Comment: This parameter specifies the ADC channel used to monitor voltage of main power battery. A value of -1 means to use the board default.

Reboot required: True

Comment: Defines the voltage where a single cell of battery 1 is considered full under a mild load. This will never be the nominal voltage of 4.2V

Reboot required: True

Comment: This is the divider from battery 1 voltage to ADC voltage. If using e.g. Mauch power modules the value from the datasheet can be applied straight here. A value of -1 means to use the board default.

Reboot required: True

Comment: Defines the voltage where a single cell of battery 1 is considered empty. The voltage should be chosen before the steep dropoff to 2.8V. A typical lithium battery can only be discharged down to 10% before it drops off to a voltage level damaging the cells.

Reboot required: True

Comment: This implicitely defines the internal resistance to maximum current ratio for battery 1 and assumes linearity. A good value to use is the difference between the 5C and 20-25C load. Not used if BAT1_R_INTERNAL is set.

Reboot required: True

Comment: The voltage seen by the ADC multiplied by this factor will determine the battery current. A value of -1 means to use the board default.

Reboot required: True

Comment: Defines the capacity of battery 2 in mAh.

Reboot required: True

Comment: This parameter specifies the ADC channel used to monitor current of main power battery. A value of -1 means to use the board default.

Reboot required: True

Comment: Defines the number of cells the attached battery consists of.

• 2: 2S Battery
• 3: 3S Battery
• 4: 4S Battery
• 5: 5S Battery
• 6: 6S Battery
• 7: 7S Battery
• 8: 8S Battery
• 9: 9S Battery
• 10: 10S Battery
• 11: 11S Battery
• 12: 12S Battery
• 13: 13S Battery
• 14: 14S Battery
• 15: 15S Battery
• 16: 16S Battery

Reboot required: True

Comment: If non-negative, then this will be used in place of BAT2_V_LOAD_DROP for all calculations.

Reboot required: True

Comment: This parameter controls the source of battery data. The value 'Power Module' means that measurements are expected to come from a power module. If the value is set to 'External' then the system expects to receive mavlink battery status messages. If the value is set to 'ESCs', the battery information are taken from the esc_status message. This requires the ESC to provide both voltage as well as current.

• -1: Disabled
• 0: Power Module
• 1: External
• 2: ESCs

Reboot required: True

Comment: This parameter specifies the ADC channel used to monitor voltage of main power battery. A value of -1 means to use the board default.

Reboot required: True

Comment: Defines the voltage where a single cell of battery 1 is considered full under a mild load. This will never be the nominal voltage of 4.2V

Reboot required: True

Comment: This is the divider from battery 2 voltage to ADC voltage. If using e.g. Mauch power modules the value from the datasheet can be applied straight here. A value of -1 means to use the board default.

Reboot required: True

Comment: Defines the voltage where a single cell of battery 1 is considered empty. The voltage should be chosen before the steep dropoff to 2.8V. A typical lithium battery can only be discharged down to 10% before it drops off to a voltage level damaging the cells.

Reboot required: True

Comment: This implicitely defines the internal resistance to maximum current ratio for battery 1 and assumes linearity. A good value to use is the difference between the 5C and 20-25C load. Not used if BAT2_R_INTERNAL is set.

Reboot required: True

Comment: Sets the threshold when the battery will be reported as critically low. This has to be lower than the low threshold. This threshold commonly will trigger RTL.

Comment: Sets the threshold when the battery will be reported as dangerously low. This has to be lower than the critical threshold. This threshold commonly will trigger landing.

Comment: Sets the threshold when the battery will be reported as low. This has to be higher than the critical threshold.

Comment: This offset will be subtracted before calculating the battery current based on the voltage.

Comment: This parameter sets the delay between image integration start and strobe firing

• 0: Falling edge
• 1: Rising edge

Reboot required: true

Comment: Enables camera capture feedback

Reboot required: true

Comment: Change time measurement

• 0: Get absolute timestamp
• 1: Get timestamp of mid exposure (active high)
• 2: Get timestamp of mid exposure (active low)

Reboot required: true

Comment: This parameter sets the time the trigger needs to pulled high or low.

Reboot required: true

Comment: Sets the distance at which to trigger the camera.

Reboot required: true

Comment: Selects the trigger interface

• 1: GPIO
• 2: Seagull MAP2 (over PWM)
• 3: MAVLink (forward via MAV_CMD_IMAGE_START_CAPTURE)
• 4: Generic PWM (IR trigger, servo)

Reboot required: true

Comment: This parameter sets the time between two consecutive trigger events

Reboot required: true

Comment: This parameter sets the minimum time between two consecutive trigger events the specific camera setup is supporting.

Reboot required: true

• 0: Disable
• 1: Time based, on command
• 2: Time based, always on
• 3: Distance based, always on
• 4: Distance based, on command (Survey mode)

Reboot required: true

Comment: Selects which FMU pin is used (range: AUX1-AUX8 on Pixhawk controllers with an I/O board, MAIN1-MAIN8 on controllers without an I/O board). The PWM interface takes two pins per camera, while relay triggers on every pin individually. Example: Value 56 would trigger on pins 5 and 6. For GPIO mode Pin 6 will be triggered followed by 5. With a value of 65 pin 5 will be triggered followed by 6. Pins may be non contiguous. I.E. 16 or 61. In GPIO mode the delay pin to pin is < .2 uS.

Reboot required: true

Comment: This Bit mask selects which FMU pin is used (range: AUX9-AUX32) If the value is not 0 it takes precedence over TRIG_PINS. If bits above 8 are set that value is used as the selector for trigger pins. greater then 8. 0x00000300 Would be Pins 9,10. If the value is

Reboot required: true

Comment: This parameter sets the polarity of the trigger (0 = active low, 1 = active high )

• 0: Active low
• 1: Active high

Reboot required: true

Reboot required: true

Reboot required: true

Comment: Setting this parameter to 162128 will disable the check for an airspeed sensor. The sensor driver will not be started and it cannot be calibrated. WARNING: ENABLING THIS CIRCUIT BREAKER IS AT OWN RISK

Reboot required: true

Comment: Setting this parameter to 782097 will disable the buzzer audio notification. Setting this parameter to 782090 will disable the startup tune, while keeping all others enabled.

Reboot required: true

Comment: Setting this parameter to 284953 will disable the engine failure detection. If the aircraft is in engine failure mode the engine failure flag will be set to healthy WARNING: ENABLING THIS CIRCUIT BREAKER IS AT OWN RISK

Reboot required: true

Comment: Setting this parameter to 121212 will disable the flight termination action if triggered by the FailureDetector logic or if FMU is lost. This circuit breaker does not affect the RC loss, data link loss, geofence, and takeoff failure detection safety logic.

Reboot required: true

Comment: Setting this parameter to 22027 will disable IO safety. WARNING: ENABLING THIS CIRCUIT BREAKER IS AT OWN RISK

Comment: Setting this parameter to 140253 will disable the rate controller uORB publication. WARNING: ENABLING THIS CIRCUIT BREAKER IS AT OWN RISK

Reboot required: true

Comment: Setting this parameter to 894281 will disable the power valid checks in the commander. WARNING: ENABLING THIS CIRCUIT BREAKER IS AT OWN RISK

Comment: Setting this parameter to 197848 will disable the USB connected checks in the commander, setting it to 0 keeps them enabled (recommended). We are generally recommending to not fly with the USB link connected and production vehicles should set this parameter to zero to prevent users from flying USB powered. However, for R&D purposes it has proven over the years to work just fine.

Comment: Setting this parameter to 201607 will disable the position and velocity accuracy checks in the commander. WARNING: ENABLING THIS CIRCUIT BREAKER IS AT OWN RISK

Comment: Setting this parameter to 159753 will enable arming in fixed-wing mode for VTOLs. WARNING: ENABLING THIS CIRCUIT BREAKER IS AT OWN RISK

Comment: Deny arming if the current airspeed measurement is greater than half the cruise airspeed (FW_AIRSPD_TRIM). Excessive airspeed measurements on ground are either caused by wind or bad airspeed calibration.

• 0: Disabled
• 1: Enabled

Comment: Used if arm authorization is requested by COM_ARM_AUTH_REQ.

Comment: Methods: - one arm: request authorization and arm when authorization is received - two step arm: 1st arm command request an authorization and 2nd arm command arm the drone if authorized Used if arm authorization is requested by COM_ARM_AUTH_REQ.

• 0: one arm
• 1: two step arm

Comment: By default off. The default allows to arm the vehicle without a arm authorization.

Comment: Timeout for authorizer answer. Used if arm authorization is requested by COM_ARM_AUTH_REQ.

Comment: If this parameter is set, the system will check ESC's online status and failures. This param is specific for ESCs reporting status. It shall be used only if ESCs support telemetry.

Comment: Set -1 to disable the check.

Comment: Deny arming if the estimator detects a strong magnetic disturbance (check enabled by EKF2_MAG_CHECK)

Comment: The default allows to arm the vehicle without a valid mission.

Comment: This check detects if the FMU SD card is missing. Depending on the value of the parameter, the check can be disabled, warn only or deny arming.

• 0: Disabled
• 1: Warning only
• 2: Enforce SD card presence

Comment: 0: Arming/disarming triggers on switch transition. 1: Arming/disarming triggers when holding the momentary button down for COM_RC_ARM_HYST like the stick gesture.

Comment: The default allows the vehicle to arm without GPS signal.

• 0: Require GPS lock to arm
• 1: Allow arming without GPS

Comment: A negative value disables the check.

Comment: A non-zero, positive value specifies the time-out period in seconds after which the vehicle will be automatically disarmed in case a landing situation has been detected during this period. A zero or negative value means that automatic disarming triggered by landing detection is disabled.

Comment: A non-zero, positive value specifies the time in seconds, within which the vehicle is expected to take off after arming. In case the vehicle didn't takeoff within the timeout it disarms again. A negative value disables autmoatic disarming triggered by a pre-takeoff timeout.

Comment: After this amount of seconds without datalink the data link lost mode triggers

Comment: Engine failure triggers only below this current value

Comment: Engine failure triggers only above this throttle value

Comment: Engine failure triggers only if the throttle threshold and the current to throttle threshold are violated for this time

Comment: This number is incremented automatically after every flight on disarming in order to remember the next flight UUID. The first flight is 0.

Comment: If the main switch channel is in this range the selected flight mode will be applied.

• -1: Unassigned
• 0: Manual
• 1: Altitude
• 2: Position
• 3: Mission
• 4: Hold
• 5: Return
• 6: Acro
• 7: Offboard
• 8: Stabilized
• 10: Takeoff
• 11: Land
• 12: Follow Me

Comment: If the main switch channel is in this range the selected flight mode will be applied.

• -1: Unassigned
• 0: Manual
• 1: Altitude
• 2: Position
• 3: Mission
• 4: Hold
• 5: Return
• 6: Acro
• 7: Offboard
• 8: Stabilized
• 10: Takeoff
• 11: Land
• 12: Follow Me

Comment: If the main switch channel is in this range the selected flight mode will be applied.

• -1: Unassigned
• 0: Manual
• 1: Altitude
• 2: Position
• 3: Mission
• 4: Hold
• 5: Return
• 6: Acro
• 7: Offboard
• 8: Stabilized
• 10: Takeoff
• 11: Land
• 12: Follow Me

Comment: If the main switch channel is in this range the selected flight mode will be applied.

• -1: Unassigned
• 0: Manual
• 1: Altitude
• 2: Position
• 3: Mission
• 4: Hold
• 5: Return
• 6: Acro
• 7: Offboard
• 8: Stabilized
• 10: Takeoff
• 11: Land
• 12: Follow Me

Comment: If the main switch channel is in this range the selected flight mode will be applied.

• -1: Unassigned
• 0: Manual
• 1: Altitude
• 2: Position
• 3: Mission
• 4: Hold
• 5: Return
• 6: Acro
• 7: Offboard
• 8: Stabilized
• 10: Takeoff
• 11: Land
• 12: Follow Me

Comment: If the main switch channel is in this range the selected flight mode will be applied.

• -1: Unassigned
• 0: Manual
• 1: Altitude
• 2: Position
• 3: Mission
• 4: Hold
• 5: Return
• 6: Acro
• 7: Offboard
• 8: Stabilized
• 10: Takeoff
• 11: Land
• 12: Follow Me

Comment: Describes the intended use of the vehicle. Can be used by ground control software or log post processing. This param does not influence the behavior within the firmware. This means for example the control logic is independent of the setting of this param (but depends on other params).

• 0: Default
• 100: Pro User
• 200: Flight Tester
• 300: Developer

Comment: After this amount of seconds without datalink the data link lost mode triggers

Comment: After a data link loss: after this number of seconds with a healthy datalink the 'datalink loss' flag is set back to false

Comment: The home position will be set if the estimated positioning accuracy is below the threshold.

Comment: If set to true, the autopilot is allowed to set its home position after takeoff The true home position is back-computed if a local position is estimate if available. If no local position is available, home is set to the current position.

Comment: The home position will be set if the estimated positioning accuracy is below the threshold.

Comment: A non-zero, positive value specifies the timeframe in seconds within failure detector is allowed to put the vehicle into a lockdown state if attitude exceeds the limits defined in FD_FAIL_P and FD_FAIL_R. The check is not executed for flight modes that do support acrobatic maneuvers, e.g: Acro (MC/FW) and Manual (FW). A zero or negative value means that the check is disabled.

Comment: Action the system takes at critical battery. See also BAT_CRIT_THR and BAT_EMERGEN_THR for definition of battery states.

• 0: Warning
• 2: Land mode
• 3: Return at critical level, land at emergency level

Comment: If set, enables the motor test interface via MAVLink (DO_MOTOR_TEST), that allows spinning the motors for testing purposes.

Comment: The offboard loss failsafe will only be entered after a timeout, set by COM_OF_LOSS_T in seconds.

• -1: Disabled
• 0: Land mode
• 1: Hold mode
• 2: Return mode
• 3: Terminate
• 4: Lockdown

Comment: The offboard loss failsafe will only be entered after a timeout, set by COM_OF_LOSS_T in seconds.

• -1: Disabled
• 0: Position mode
• 1: Altitude mode
• 2: Manual
• 3: Return mode
• 4: Land mode
• 5: Hold mode
• 6: Terminate
• 7: Lockdown

Comment: See COM_OBL_ACT and COM_OBL_RC_ACT to configure action.

Comment: This sets the flight mode that will be used if navigation accuracy is no longer adequate for position control. Navigation accuracy checks can be disabled using the CBRK_VELPOSERR parameter, but doing so will remove protection for all flight modes.

• 0: Altitude/Manual. Assume use of remote control after fallback. Switch to Altitude mode if a height estimate is available, else switch to MANUAL.
• 1: Land/Terminate. Assume no use of remote control after fallback. Switch to Land mode if a height estimate is available, else switch to TERMINATION.

Comment: This sets number of seconds that the position checks need to be failed before the failsafe will activate. The default value has been optimised for rotary wing applications. For fixed wing applications, a larger value between 5 and 10 should be used.

Comment: This is the horizontal position error (EPH) threshold that will trigger a failsafe. The default is appropriate for a multicopter. Can be increased for a fixed-wing.

Comment: This is the vertical position error (EPV) threshold that will trigger a failsafe. The default is appropriate for a multicopter. Can be increased for a fixed-wing.

Comment: This sets the rate that the loss of position probation time grows when position checks are failing. The default value has been optimised for rotary wing applications. For fixed wing applications a value of 0 should be used.

Reboot required: true

Comment: The probation delay is the number of seconds that the EKF innovation checks need to pass for the position to be declared good after it has been declared bad. The probation delay will be reset to this parameter value when takeoff is detected. After takeoff, if position checks are passing, the probation delay will reduce by one second for every lapsed second of valid position down to a minimum of 1 second. If position checks are failing, the probation delay will increase by COM_POS_FS_GAIN seconds for every lapsed second up to a maximum of 100 seconds. The default value has been optimised for rotary wing applications. For fixed wing applications, a value of 1 should be used.

Comment: This configures a check to verify the expected number of 5V rail power supplies are present. By default only one is expected. Note: CBRK_SUPPLY_CHK disables all power checks including this one.

Comment: Condition to enter the prearmed state, an intermediate state between disarmed and armed in which non-throttling actuators are active.

• 0: Disabled
• 1: Safety button
• 2: Always

Comment: RC signal not updated -> still use data for COM_RC_LOSS_T seconds Consider RC signal lost -> wait COM_RCL_ACT_T seconds on the spot waiting to regain signal React with failsafe action NAV_RCL_ACT A zero value disables the delay.

Comment: Specify modes in which RC loss is ignored and the failsafe action not triggered.

• 0: Mission
• 1: Hold
• 2: Offboard

Comment: The default value of 1000 requires the stick to be held in the arm or disarm position for 1 second.

Comment: The default value of 0 requires a valid RC transmitter setup. Setting this to 1 allows joystick control and disables RC input handling and the associated checks. A value of 2 will generate RC control data from manual input received via MAVLink instead of directly forwarding the manual input data.

• 0: RC Transmitter
• 1: Joystick/No RC Checks
• 2: Virtual RC by Joystick

Comment: After this amount of seconds without RC connection it's considered lost and not used anymore

Comment: When RC stick override is enabled, moving the RC sticks more than COM_RC_STICK_OV from their center position immediately gives control back to the pilot by switching to Position mode. Note: Only has an effect on multicopters, and VTOLs in multicopter mode.

• 0: Enable override during auto modes (except for in critical battery reaction)
• 1: Enable override during offboard mode
• 2: Ignore throttle stick

Comment: If COM_RC_OVERRIDE is enabled and the joystick input is moved more than this threshold the autopilot the pilot takes over control.

Comment: Re-arming grace allows to rearm the drone with manual command without running prearmcheck during 5 s after disarming.

Comment: The mode transition after TAKEOFF has completed successfully.

• 0: Hold
• 1: Mission (if valid)

Comment: This is the horizontal velocity error (EVH) threshold that will trigger a failsafe. The default is appropriate for a multicopter. Can be increased for a fixed-wing.

Comment: The data link loss failsafe will only be entered after a timeout, set by COM_DL_LOSS_T in seconds. Once the timeout occurs the selected action will be executed.

• 0: Disabled
• 1: Hold mode
• 2: Return mode
• 3: Land mode
• 5: Terminate
• 6: Lockdown

Comment: The RC loss failsafe will only be entered after a timeout, set by COM_RC_LOSS_T in seconds. If RC input checks have been disabled by setting the COM_RC_IN_MODE param it will not be triggered.

• 1: Hold mode
• 2: Return mode
• 3: Land mode
• 5: Terminate
• 6: Lockdown

Comment: This is used to determine when the vehicle should be switched to RTL due to low battery. Note, particularly for multirotors this should reflect flight time at cruise speed, not while stationary

Comment: This is used to retrieve pre-computed control effectiveness matrix

• 0: Multirotor
• 1: Standard VTOL (WIP)
• 2: Tiltrotor VTOL (WIP)

Comment: This compensates for the variation of flap effectiveness with airspeed.

Comment: This compensates for voltage drop of the battery over time by attempting to normalize performance across the operating range of the battery. The copter should constantly behave as if it was fully charged with reduced max acceleration at lower battery percentages. i.e. if hover is at 0.5 throttle at 100% battery, it will still be 0.5 at 60% battery.

Comment: The thrust coefficient if defined as Thrust = CT * u^2, where u (with value between CA_ACT0_MIN and CA_ACT0_MAX) is the output signal sent to the motor controller.

Comment: The moment coefficient if defined as Torque = KM * Thrust Use a positive value for a rotor with CCW rotation. Use a negative value for a rotor with CW rotation.

Comment: The thrust coefficient if defined as Thrust = CT * u^2, where u (with value between CA_ACT1_MIN and CA_ACT1_MAX) is the output signal sent to the motor controller.

Comment: The moment coefficient if defined as Torque = KM * Thrust, Use a positive value for a rotor with CCW rotation. Use a negative value for a rotor with CW rotation.

Comment: The thrust coefficient if defined as Thrust = CT * u^2, where u (with value between CA_ACT2_MIN and CA_ACT2_MAX) is the output signal sent to the motor controller.

Comment: The moment coefficient if defined as Torque = KM * Thrust Use a positive value for a rotor with CCW rotation. Use a negative value for a rotor with CW rotation.

Comment: The thrust coefficient if defined as Thrust = CT * u^2, where u (with value between CA_ACT3_MIN and CA_ACT3_MAX) is the output signal sent to the motor controller.

Comment: The moment coefficient if defined as Torque = KM * Thrust Use a positive value for a rotor with CCW rotation. Use a negative value for a rotor with CW rotation.

Comment: The thrust coefficient if defined as Thrust = CT * u^2, where u (with value between CA_ACT4_MIN and CA_ACT4_MAX) is the output signal sent to the motor controller.

Comment: The moment coefficient if defined as Torque = KM * Thrust Use a positive value for a rotor with CCW rotation. Use a negative value for a rotor with CW rotation.

Comment: The thrust coefficient if defined as Thrust = CT * u^2, where u (with value between CA_ACT5_MIN and CA_ACT5_MAX) is the output signal sent to the motor controller.

Comment: The moment coefficient if defined as Torque = KM * Thrust Use a positive value for a rotor with CCW rotation. Use a negative value for a rotor with CW rotation.

Comment: The thrust coefficient if defined as Thrust = CT * u^2, where u (with value between CA_ACT6_MIN and CA_ACT6_MAX) is the output signal sent to the motor controller.

Comment: The moment coefficient if defined as Torque = KM * Thrust Use a positive value for a rotor with CCW rotation. Use a negative value for a rotor with CW rotation.

Comment: The thrust coefficient if defined as Thrust = CT * u^2, where u (with value between CA_ACT7_MIN and CA_ACT7_MAX) is the output signal sent to the motor controller.

Comment: The moment coefficient if defined as Torque = KM * Thrust Use a positive value for a rotor with CCW rotation. Use a negative value for a rotor with CW rotation.

• 0: Pseudo-inverse with output clipping (default)
• 1: Pseudo-inverse with sequential desaturation technique

Comment: When the actuator_output is between DSHOT_3D_DEAD_L and DSHOT_3D_DEAD_H, motor will not spin. This value is with respect to the mixer_module range (0-1999), not the DSHOT values.

Comment: When the actuator_output is between DSHOT_3D_DEAD_L and DSHOT_3D_DEAD_H, motor will not spin. This value is with respect to the mixer_module range (0-1999), not the DSHOT values.

Comment: WARNING: ESC must be configured for 3D mode, and DSHOT_MIN set to 0. This splits the throttle ranges in two. Direction 1) 48 is the slowest, 1047 is the fastest. Direction 2) 1049 is the slowest, 2047 is the fastest. When mixer outputs 1000 or value inside DSHOT 3D deadband, DShot 0 is sent.

Comment: This enables/disables DShot. The different modes define different speeds, for example DShot150 = 150kb/s. Not all ESCs support all modes. Note: this enables DShot on the FMU outputs. For boards with an IO it is the AUX outputs.

• 0: Disable (use PWM/Oneshot)
• 150: DShot150
• 300: DShot300
• 600: DShot600
• 1200: DShot1200

Reboot required: True

Comment: Minimum Output Value for DShot in percent. The value depends on the ESC. Make sure to set this high enough so that the motors are always spinning while armed.

Comment: Configure on which serial port to run DShot Driver.

• 0: Disabled
• 6: UART 6
• 101: TELEM 1
• 102: TELEM 2
• 103: TELEM 3
• 104: TELEM/SERIAL 4
• 201: GPS 1
• 202: GPS 2
• 203: GPS 3
• 300: Radio Controller
• 301: Wifi Port

Reboot required: true

Comment: Specify the number of magnetic poles of the motors. It is required to compute the RPM value from the eRPM returned with the ESC telemetry. Either get the number from the motor spec sheet or count the magnets on the bell of the motor (not the stator magnets). Typical motors for 5 inch props have 14 poles.

Comment: Altitude of airfield home waypoint

Comment: Latitude of airfield home waypoint

Comment: Longitude of airfield home waypoint

Reboot required: true

Comment: If the magnitude of the IMU accelerometer vector exceeds this value, the EKF delta velocity state estimation will be inhibited. This reduces the adverse effect of high manoeuvre accelerations and IMU nonlinerity and scale factor errors on the delta velocity bias estimates.

Comment: If the magnitude of the IMU angular rate vector exceeds this value, the EKF delta velocity state estimation will be inhibited. This reduces the adverse effect of rapid rotation rates and associated errors on the delta velocity bias estimates.

Comment: The ekf delta velocity bias states will be limited to within a range equivalent to +- of this value.

Comment: The vector magnitude of angular rate and acceleration used to check if learning should be inhibited has a peak hold filter applied to it with an exponential decay. This parameter controls the time constant of the decay.

Comment: Set bits in the following positions to enable: 0 : Set to true to use GPS data if available 1 : Set to true to use optical flow data if available 2 : Set to true to inhibit IMU delta velocity bias estimation 3 : Set to true to enable vision position fusion 4 : Set to true to enable vision yaw fusion. Cannot be used if bit position 7 is true. 5 : Set to true to enable multi-rotor drag specific force fusion 6 : set to true if the EV observations are in a non NED reference frame and need to be rotated before being used 7 : Set to true to enable GPS yaw fusion. Cannot be used if bit position 4 is true.

• 0: use GPS
• 1: use optical flow
• 2: inhibit IMU bias estimation
• 3: vision position fusion
• 4: vision yaw fusion
• 5: multi-rotor drag fusion
• 6: rotate external vision
• 7: GPS yaw fusion
• 8: vision velocity fusion

Reboot required: true

Reboot required: true

Comment: A value of zero will deactivate airspeed fusion. Any other positive value will determine the minimum airspeed which will still be fused. Set to about 90% of the vehicles stall speed. Both airspeed fusion and sideslip fusion must be active for the EKF to continue navigating after loss of GPS. Use EKF2_FUSE_BETA to activate sideslip fusion.

Reboot required: true

Reboot required: true

Reboot required: true

Comment: Sets the number of standard deviations used by the innovation consistency test.

Comment: This parameter controls the prediction of drag produced by bluff body drag along the forward/reverse axis when flying a multi-copter which enables estimation of wind drift when enabled by the EKF2_AID_MASK parameter. The EKF2_BCOEF_X paraemter should be set initially to the ratio of mass / projected frontal area and adjusted together with EKF2_MCOEF to minimise variance of the X-axis drag specific force innovation sequence. The drag produced by this effect scales with speed squared. Set this parameter to zero to turn off the bluff body drag model for this axis. The predicted drag from the rotors is specified separately by the EKF2_MCOEF parameter.

Comment: This parameter controls the prediction of drag produced by bluff body drag along the right/left axis when flying a multi-copter, which enables estimation of wind drift when enabled by the EKF2_AID_MASK parameter. The EKF2_BCOEF_Y paraemter should be set initially to the ratio of mass / projected side area and adjusted together with EKF2_MCOEF to minimise variance of the Y-axis drag specific force innovation sequence. The drag produced by this effect scales with speed squared. et this parameter to zero to turn off the bluff body drag model for this axis. The predicted drag from the rotors is specified separately by the EKF2_MCOEF parameter.

Comment: Sets the number of standard deviations used by the innovation consistency test.

Comment: Set bits in the following positions to enable functions. 0 : Set to true to use the declination from the geo_lookup library when the GPS position becomes available, set to false to always use the EKF2_MAG_DECL value. 1 : Set to true to save the EKF2_MAG_DECL parameter to the value returned by the EKF when the vehicle disarms. 2 : Set to true to always use the declination as an observation when 3-axis magnetometer fusion is being used.

• 0: use geo_lookup declination
• 1: save EKF2_MAG_DECL on disarm
• 2: use declination as an observation

Reboot required: true

Comment: Increasing this makes the multi-rotor wind estimates adjust more slowly.

Comment: Sets the number of standard deviations used by the innovation consistency test.

Comment: Sets the number of standard deviations used by the innovation consistency test.

Reboot required: true

Comment: If set to true the observation noise is set from the parameters directly, if set to false the measurement noise is taken from the vision message and the parameter are used as a lower bound.

Comment: A value of 1 indicates that fusion is active Both sideslip fusion and airspeed fusion must be active for the EKF to continue navigating after loss of GPS. Use EKF2_ARSP_THR to activate airspeed fusion.

Reboot required: true

Comment: Sets the value of deadzone applied to negative baro innovations. Deadzone is enabled when EKF2_GND_EFF_DZ > 0.

Comment: Sets the maximum distance to the ground level where negative baro innovations are expected.

Comment: Set bits to 1 to enable checks. Checks enabled by the following bit positions 0 : Minimum required sat count set by EKF2_REQ_NSATS 1 : Maximum allowed PDOP set by EKF2_REQ_PDOP 2 : Maximum allowed horizontal position error set by EKF2_REQ_EPH 3 : Maximum allowed vertical position error set by EKF2_REQ_EPV 4 : Maximum allowed speed error set by EKF2_REQ_SACC 5 : Maximum allowed horizontal position rate set by EKF2_REQ_HDRIFT. This check will only run when the vehicle is on ground and stationary. Detecton of the stationary condition is controlled by the EKF2_MOVE_TEST parameter. 6 : Maximum allowed vertical position rate set by EKF2_REQ_VDRIFT. This check will only run when the vehicle is on ground and stationary. Detecton of the stationary condition is controlled by the EKF2_MOVE_TEST parameter. 7 : Maximum allowed horizontal speed set by EKF2_REQ_HDRIFT. This check will only run when the vehicle is on ground and stationary. Detecton of the stationary condition is controlled by the EKF2_MOVE_TEST parameter. 8 : Maximum allowed vertical velocity discrepancy set by EKF2_REQ_VDRIFT

• 0: Min sat count (EKF2_REQ_NSATS)
• 1: Max PDOP (EKF2_REQ_PDOP)
• 2: Max horizontal position error (EKF2_REQ_EPH)
• 3: Max vertical position error (EKF2_REQ_EPV)
• 4: Max speed error (EKF2_REQ_SACC)
• 5: Max horizontal position rate (EKF2_REQ_HDRIFT)
• 6: Max vertical position rate (EKF2_REQ_VDRIFT)
• 7: Max horizontal speed (EKF2_REQ_HDRIFT)
• 8: Max vertical velocity discrepancy (EKF2_REQ_VDRIFT)

Reboot required: true

Comment: Sets the number of standard deviations used by the innovation consistency test.

Comment: Sets the number of standard deviations used by the innovation consistency test.

Comment: If no airspeed measurements are avalable, the EKF-GSF AHRS calculation will assume this value of true airspeed when compensating for centripetal acceleration during turns. Set to zero to disable centripetal acceleration compensation during fixed wing flight modes.

Comment: Sets the number of standard deviations used by the innovation consistency test.

Comment: The range sensor option should only be used when for operation over a flat surface as the local NED origin will move up and down with ground level.

• 0: Barometric pressure
• 1: GPS
• 2: Range sensor
• 3: Vision

Reboot required: true

Comment: This parameter is used when the magnetometer fusion method is set automatically (EKF2_MAG_TYPE = 0). If the filtered horizontal acceleration is greater than this parameter value, then the EKF will use 3-axis magnetomer fusion.

Comment: When set, the EKF checks the strength of the magnetic field to decide whether the magnetometer data is valid. If GPS data is received, the magnetic field is compared to a World Magnetic Model (WMM), otherwise an average value is used. This check is useful to reject occasional hard iron disturbance.

Reboot required: true

Comment: Sets the number of standard deviations used by the innovation consistency test.

Comment: Integer controlling the type of magnetometer fusion used - magnetic heading or 3-component vector. The fuson of magnetomer data as a three component vector enables vehicle body fixed hard iron errors to be learned, but requires a stable earth field. If set to 'Automatic' magnetic heading fusion is used when on-ground and 3-axis magnetic field fusion in-flight with fallback to magnetic heading fusion if there is insufficient motion to make yaw or magnetic field states observable. If set to 'Magnetic heading' magnetic heading fusion is used at all times If set to '3-axis' 3-axis field fusion is used at all times. If set to 'VTOL custom' the behaviour is the same as 'Automatic', but if fusing airspeed, magnetometer fusion is only allowed to modify the magnetic field states. This can be used by VTOL platforms with large magnetic field disturbances to prevent incorrect bias states being learned during forward flight operation which can adversely affect estimation accuracy after transition to hovering flight. If set to 'MC custom' the behaviour is the same as 'Automatic, but if there are no earth frame position or velocity observations being used, the magnetometer will not be used. This enables vehicles to operate with no GPS in environments where the magnetic field cannot be used to provide a heading reference. Prior to flight, the yaw angle is assumed to be constant if movement tests controlled by the EKF2_MOVE_TEST parameter indicate that the vehicle is static. This allows the vehicle to be placed on the ground to learn the yaw gyro bias prior to flight. If set to 'None' the magnetometer will not be used under any circumstance. If no external source of yaw is available, it is possible to use post-takeoff horizontal movement combined with GPS velocity measurements to align the yaw angle with the timer required (depending on the amount of movement and GPS data quality). Other external sources of yaw may be used if selected via the EKF2_AID_MASK parameter.

• 0: Automatic
• 1: Magnetic heading
• 2: 3-axis
• 3: VTOL custom
• 4: MC custom
• 5: None

Reboot required: true

Comment: This parameter is used when the magnetometer fusion method is set automatically (EKF2_MAG_TYPE = 0). If the filtered yaw rate is greater than this parameter value, then the EKF will use 3-axis magnetomer fusion.

Comment: This parameter controls the prediction of drag produced by the propellers when flying a multi-copter, which enables estimation of wind drift when enabled by the EKF2_AID_MASK parameter. The drag produced by this effect scales with speed not speed squared and is produced because some of the air velocity normal to the propeller axis of rotation is lost when passing through the rotor disc. This changes the momentum of the flow which creates a drag reaction force. When comparing un-ducted propellers of the same diameter, the effect is roughly proportional to the area of the propeller blades when viewed side on and changes with propeller selection. Momentum drag is significantly higher for ducted rotors. For example, if flying at 10 m/s at sea level conditions produces a rotor induced drag deceleration of 1.5 m/s/s when the multi-copter levelled to zero roll/pitch, then EKF2_MCOEF would be set to 0.15 = (1.5/10.0). Set EKF2_MCOEF to a positive value to enable wind estimation using this drag effect. To account for the drag produced by the body which scales with speed squared, see documentation for the EKF2_BCOEF_X and EKF2_BCOEF_Y parameters. The EKF2_MCOEF parameter should be adjusted together with EKF2_BCOEF_X and EKF2_BCOEF_Y to minimise variance of the X and y axis drag specific force innovation sequences.

Comment: Baro and Magnetometer data will be averaged before downsampling, other data will be point sampled resulting in loss of information.

Reboot required: true

Comment: If the vehicle is on ground, is not moving as determined by the motion test controlled by EKF2_MOVE_TEST and the range finder is returning invalid or no data, then an assumed range value of EKF2_MIN_RNG will be used by the terrain estimator so that a terrain height estimate is avilable at the start of flight in situations where the range finder may be inside its minimum measurements distance when on ground.

Comment: Scales the threshold tests applied to IMU data used to determine if the vehicle is static or moving. See parameter descriptions for EKF2_GPS_CHECK and EKF2_MAG_TYPE for further information on the functionality affected by this parameter.

Comment: Maximum number of IMUs to use for Multi-EKF. Set 0 to disable. Requires SENS_IMU_MODE 0.

Reboot required: true

Comment: Maximum number of magnetometers to use for Multi-EKF. Set 0 to disable. Requires SENS_MAG_MODE 0.

Reboot required: true

Comment: Assumes measurement is timestamped at trailing edge of integration period

Reboot required: true

Comment: Sets the number of standard deviations used by the innovation consistency test.

Comment: (when it's reported quality metric is at the minimum set by EKF2_OF_QMIN). The following condition must be met: EKF2_OF_N_MAXN >= EKF2_OF_N_MIN

Comment: This is the ratio of static pressure error to dynamic pressure generated by a negative wind relative velocity along the X body axis. If the baro height estimate rises during backwards flight, then this will be a negative number.

Comment: This is the ratio of static pressure error to dynamic pressure generated by a positive wind relative velocity along the X body axis. If the baro height estimate rises during forward flight, then this will be a negative number.

Comment: This is the ratio of static pressure error to dynamic pressure generated by a wind relative velocity along the negative Y (LH) body axis. If the baro height estimate rises during sideways flight to the left, then this will be a negative number.

Comment: This is the ratio of static pressure error to dynamic pressure generated by a wind relative velocity along the positive Y (RH) body axis. If the baro height estimate rises during sideways flight to the right, then this will be a negative number.

Comment: This is the ratio of static pressure error to dynamic pressure generated by a wind relative velocity along the Z body axis.

Comment: Minimum continuous period without GPS failure required to mark a healthy GPS status. It can be reduced to speed up initialization, but it's recommended to keep this unchanged for a vehicle.

Reboot required: true

Comment: If this parameter is enabled then the estimator will make use of the range finder measurements to estimate it's height even if range sensor is not the primary height source. It will only do so if conditions for range measurement fusion are met. This enables the range finder to be used during low speed and low altitude operation, eg takeoff and landing, where baro interference from rotor wash is excessive and can corrupt EKF state estimates. It is intended to be used where a vertical takeoff and landing is performed, and horizontal flight does not occur until above EKF2_RNG_A_HMAX. If vehicle motion causes repeated switching between the primary height sensor and range finder, an offset in the local position origin can accumulate. Also range finder measurements are less reliable and can experience unexpected errors. For these reasons, if accurate control of height relative to ground is required, it is recommended to use the MPC_ALT_MODE parameter instead, unless baro errors are severe enough to cause problems with landing and takeoff.

• 0: Range aid disabled
• 1: Range aid enabled

Comment: If the vehicle absolute altitude exceeds this value then the estimator will not fuse range measurements to estimate it's height. This only applies when range aid mode is activated (EKF2_RNG_AID = enabled).

Comment: A lower value means HAGL needs to be more stable in order to use range finder for height estimation in range aid mode

Comment: If the vehicle horizontal speed exceeds this value then the estimator will not fuse range measurements to estimate it's height. This only applies when range aid mode is activated (EKF2_RNG_AID = enabled).

Reboot required: true

Comment: Sets the number of standard deviations used by the innovation consistency test.

Comment: Specifies the increase in range finder noise with range.

Comment: EKF2 instances have to be better than the selected by at least this amount before their relative score can be reduced.

Comment: EKF2 selector acceleration error threshold for comparing accelerometers. Acceleration vector differences larger than this will result in accumulated velocity error.

Comment: EKF2 selector maximum accumulated angular error threshold for comparing gyros. Accumulated angular error larger than this will result in the sensor being declared faulty.

Comment: EKF2 selector angular rate error threshold for comparing gyros. Angular rate vector differences larger than this will result in accumulated angular error.

Comment: EKF2 selector maximum accumulated velocity threshold for comparing accelerometers. Accumulated velocity error larger than this will result in the sensor being declared faulty.

Comment: Use for vehicles where the measured body Z magnetic field is subject to strong magnetic interference. For magnetic heading fusion the magnetometer Z measurement will be replaced by a synthetic value calculated using the knowledge of the 3D magnetic field vector at the location of the drone. Therefore, this parameter will only have an effect if the global position of the drone is known. For 3D mag fusion the magnetometer Z measurement will simply be ingored instead of fusing the synthetic value.

Comment: Sets the number of standard deviations used by the innovation consistency test.

Comment: Set bits in the following positions to enable: 0 : Set to true to use range finder data if available 1 : Set to true to use optical flow data if available

• 0: use range finder
• 1: use optical flow

Comment: Enable/disable event task for RC Loss. When enabled, an alarm tune will be played via buzzer or ESCs, if supported. The alarm will sound after a disarm, if the vehicle was previously armed and only if the vehicle had RC signal at some point. Particularly useful for locating crashed drones without a GPS sensor.

Reboot required: true

Comment: Enable/disable event task for displaying the vehicle status using arm-mounted LEDs. When enabled and if the vehicle supports it, LEDs will flash indicating various vehicle status changes. Currently PX4 has not implemented any specific status events. -

Reboot required: true

Comment: This is the rate the controller is trying to achieve if the user applies full roll stick input in acro mode.

Comment: This is the body y rate the controller is trying to achieve if the user applies full pitch stick input in acro mode.

Comment: This is the body z rate the controller is trying to achieve if the user applies full yaw stick input in acro mode.

Comment: For small wings or VTOL without airspeed sensor this parameter can be used to enable flying without an airspeed reading

• 0: Normal (use airspeed if available)
• 1: Airspeed disabled

Comment: This enables a logic that automatically adjusts the output of the rate controller to take into account the real torque produced by an aerodynamic control surface given the current deviation from the trim airspeed (FW_AIRSPD_TRIM). Enable when using aerodynamic control surfaces (e.g.: plane) Disable when using rotor wings (e.g.: autogyro)

Comment: This compensates for voltage drop of the battery over time by attempting to normalize performance across the operating range of the battery. The fixed wing should constantly behave as if it was fully charged with reduced max thrust at lower battery percentages. i.e. if cruise speed is at 0.5 throttle at 100% battery, it will still be 0.5 at 60% battery.

Comment: This increment is added to the pitch trim whenever flaps are fully deployed.

Comment: This increment is added to TRIM_PITCH when airspeed is FW_AIRSPD_MAX.

Comment: This increment is added to TRIM_PITCH when airspeed is FW_AIRSPD_MIN.

Comment: This increment is added to TRIM_ROLL whenever flaps are fully deployed.

Comment: This increment is added to TRIM_ROLL when airspeed is FW_AIRSPD_MAX.

Comment: This increment is added to TRIM_ROLL when airspeed is FW_AIRSPD_MIN.

Comment: This increment is added to TRIM_YAW when airspeed is FW_AIRSPD_MAX.

Comment: This increment is added to TRIM_YAW when airspeed is FW_AIRSPD_MIN.

Comment: Sets a fraction of full flaps (FW_FLAPS_SCL) during landing

Comment: Sets a fraction of full flaps (FW_FLAPS_SCL) during take-off

Comment: Max pitch for manual control in attitude stabilized mode

Comment: Scale factor applied to the desired pitch actuator command in full manual mode. This parameter allows to adjust the throws of the control surfaces.

Comment: Max roll for manual control in attitude stabilized mode

Comment: Scale factor applied to the desired roll actuator command in full manual mode. This parameter allows to adjust the throws of the control surfaces.

Comment: Scale factor applied to the desired yaw actuator command in full manual mode. This parameter allows to adjust the throws of the control surfaces.

Comment: Direct feed forward from rate setpoint to control surface output

Comment: This gain defines how much control response will result out of a steady state error. It trims any constant error.

Comment: The portion of the integrator part in the control surface deflection is limited to this value

Comment: This defines how much the elevator input will be commanded depending on the current body angular rate error.

Comment: An airframe specific offset of the pitch setpoint in degrees, the value is added to the pitch setpoint and should correspond to the pitch at typical cruise speed of the airframe.

Comment: This limits the maximum pitch down up angular rate the controller will output (in degrees per second).

Comment: This limits the maximum pitch up angular rate the controller will output (in degrees per second).

Comment: This defines the latency between a pitch step input and the achieved setpoint (inverse to a P gain). Half a second is a good start value and fits for most average systems. Smaller systems may require smaller values, but as this will wear out servos faster, the value should only be decreased as needed.

Comment: This gain can be used to counteract the "adverse yaw" effect for fixed wings. When the plane enters a roll it will tend to yaw the nose out of the turn. This gain enables the use of a yaw actuator (rudder, airbrakes, ...) to counteract this effect.

Comment: Direct feed forward from rate setpoint to control surface output. Use this to obtain a tigher response of the controller without introducing noise amplification.

Comment: This gain defines how much control response will result out of a steady state error. It trims any constant error.

Comment: The portion of the integrator part in the control surface deflection is limited to this value.

Comment: This defines how much the aileron input will be commanded depending on the current body angular rate error.

Comment: This limits the maximum roll rate the controller will output (in degrees per second).

Comment: This defines the latency between a roll step input and the achieved setpoint (inverse to a P gain). Half a second is a good start value and fits for most average systems. Smaller systems may require smaller values, but as this will wear out servos faster, the value should only be decreased as needed.

Comment: Direct feed forward from rate setpoint to control surface output

Comment: This gain defines how much control response will result out of a steady state error. It trims any constant error.

Comment: The portion of the integrator part in the control surface deflection is limited to this value

Comment: This defines how much the wheel steering input will be commanded depending on the current body angular rate error.

Comment: This limits the maximum wheel steering rate the controller will output (in degrees per second).

Comment: Direct feed forward from rate setpoint to control surface output

Comment: This gain defines how much control response will result out of a steady state error. It trims any constant error.

Comment: The portion of the integrator part in the control surface deflection is limited to this value

Comment: This defines how much the rudder input will be commanded depending on the current body angular rate error.

Comment: This limits the maximum yaw rate the controller will output (in degrees per second).

Comment: If the altitude error exceeds this parameter, the system will climb out with maximum throttle and minimum airspeed until it is closer than this distance to the desired altitude. Mostly used for takeoff waypoints / modes. Set to 0 to disable climbout mode (not recommended).

Comment: Damping factor for L1 control.

Comment: This is the L1 distance and defines the tracking point ahead of the aircraft its following. A value of 18-25 meters works for most aircraft. Shorten slowly during tuning until response is sharp without oscillation.

Comment: The maxium change in roll angle setpoint per second.

Comment: Multiplying this factor with the minimum airspeed of the plane gives the target airspeed the landing approach. FW_AIRSPD_MIN * FW_LND_AIRSPD_SC

Comment: When disabled, the landing configuration (flaps, landing airspeed, etc.) is only activated on the final approach to landing. When enabled, it is already activated when entering the final loiter-down (loiter-to-alt) waypoint before the landing approach. This shifts the (often large) altitude and airspeed errors caused by the configuration change away from the ground such that these are not so critical. It also gives the controller enough time to adapt to the new configuration such that the landing approach starts with a cleaner initial state.

Comment: Maximum pitch during flare, a positive sign means nose up Applied once FW_LND_FLALT is reached

Comment: Minimum pitch during flare, a positive sign means nose up Applied once FW_LND_FLALT is reached

Comment: Set to 0 to disable heading hold.

Comment: Set this parameter to less than 1.0 to make TECS react faster to altitude errors during landing than during normal flight (i.e. giving efficiency and low motor wear at high altitudes but control accuracy during landing). During landing, the TECS altitude time constant (FW_T_ALT_TC) is multiplied by this value.

Comment: Default of -1.0 lets the system default to applying throttle limiting at 2/3 of the flare altitude.

Comment: This is turned off by default and a waypoint or return altitude is normally used (or sea level for an arbitrary land position).

Comment: Set RC/joystick configuration for fixed-wing position and altitude controlled flight.

• 0: Normal stick configuration (airspeed on throttle stick, altitude on pitch stick)
• 1: Alternative stick configuration (altitude on throttle stick, airspeed on pitch stick)

Comment: The maximum positive pitch the controller will output.

Comment: The minimum negative pitch the controller will output.

Comment: The maximum roll the controller will output.

Comment: Automatically adjust throttle to account for decreased air density at higher altitudes. Start with a scale factor of 1.0 and adjust for different propulsion systems. When flying without airspeed sensor this will help to keep a constant performance over large altitude ranges. The default value of 0 will disable scaling.

Comment: This is the throttle setting required to achieve the desired cruise speed. Most airframes have a value of 0.5-0.7.

Comment: This is the minimum throttle while on the ground For aircraft with internal combustion engine this parameter should be set above desired idle rpm.

Comment: During the flare of the autonomous landing process, this value will be set as throttle limit when the aircraft altitude is below FW_LND_TLALT.

Comment: This is the maximum throttle % that can be used by the controller. For overpowered aircraft, this should be reduced to a value that provides sufficient thrust to climb at the maximum pitch angle PTCH_MAX.

Comment: This is the minimum throttle % that can be used by the controller. For electric aircraft this will normally be set to zero, but can be set to a small non-zero value if a folding prop is fitted to prevent the prop from folding and unfolding repeatedly in-flight or to provide some aerodynamic drag from a turning prop to improve the descent rate. For aircraft with internal combustion engine this parameter should be set for desired idle rpm.

Comment: Maximum slew rate for the commanded throttle

Comment: LAUN_CAT_A for LAUN_CAT_T serves as threshold to trigger launch detection.

Comment: Delay between starting attitude control and powering up the throttle (giving throttle control to the controller) Before this timespan is up the throttle will be set to FW_THR_IDLE, set to 0 to deactivate

Comment: This is an extra limit for the maximum pitch which is imposed in the phase before the throttle turns on. This allows to limit the maximum pitch angle during a bungee launch (make the launch less steep).

Comment: LAUN_CAT_A for LAUN_CAT_T serves as threshold to trigger launch detection.

Comment: If the CAS (calibrated airspeed) is above this value, the TECS controller will try to decrease airspeed more aggressively.

Comment: The minimal airspeed (calibrated airspeed) the user is able to command. Further, if the airspeed falls below this value, the TECS controller will try to increase airspeed more aggressively.

Comment: The stall airspeed (calibrated airspeed) of the vehicle. It is used for airspeed sensor failure detection and for the control surface scaling airspeed limits.

Comment: The trim CAS (calibrated airspeed) of the vehicle. If an airspeed controller is active, this is the default airspeed setpoint that the controller will try to achieve if no other airspeed setpoint sources are present (e.g. through non-centered RC sticks).

Comment: The controller will increase the commanded airspeed to maintain this minimum groundspeed to the next waypoint.

Comment: This is the best climb rate that the aircraft can achieve with the throttle set to THR_MAX and the airspeed set to the default value. For electric aircraft make sure this number can be achieved towards the end of flight when the battery voltage has reduced. The setting of this parameter can be checked by commanding a positive altitude change of 100m in loiter, RTL or guided mode. If the throttle required to climb is close to THR_MAX and the aircraft is maintaining airspeed, then this parameter is set correctly. If the airspeed starts to reduce, then the parameter is set to high, and if the throttle demand required to climb and maintain speed is noticeably less than FW_THR_MAX, then either FW_T_CLMB_MAX should be increased or FW_THR_MAX reduced.

Comment: The default rate at which the vehicle will climb in autonomous modes to achieve altitude setpoints. In manual modes this defines the maximum rate at which the altitude setpoint can be increased.

Comment: This is the integrator gain on the pitch part of the control loop. Increasing this gain increases the speed at which speed and height offsets are trimmed out, but reduces damping and increases overshoot. Set this value to zero to completely disable all integrator action.

Comment: This is the integrator gain on the throttle part of the control loop. Increasing this gain increases the speed at which speed and height offsets are trimmed out, but reduces damping and increases overshoot. Set this value to zero to completely disable all integrator action.

Comment: This is the damping gain for the pitch demand loop. Increase to add damping to correct for oscillations in height. The default value of 0.0 will work well provided the pitch to servo controller has been tuned properly.

Comment: Increasing this gain turn increases the amount of throttle that will be used to compensate for the additional drag created by turning. Ideally this should be set to approximately 10 x the extra sink rate in m/s created by a 45 degree bank turn. Increase this gain if the aircraft initially loses energy in turns and reduce if the aircraft initially gains energy in turns. Efficient high aspect-ratio aircraft (eg powered sailplanes) can use a lower value, whereas inefficient low aspect-ratio models (eg delta wings) can use a higher value.

Comment: This sets the maximum descent rate that the controller will use. If this value is too large, the aircraft can over-speed on descent. This should be set to a value that can be achieved without exceeding the lower pitch angle limit and without over-speeding the aircraft.

Comment: This is the sink rate of the aircraft with the throttle set to THR_MIN and flown at the same airspeed as used to measure FW_T_CLMB_MAX.

Comment: The default rate at which the vehicle will sink in autonomous modes to achieve altitude setpoints. In manual modes this defines the maximum rate at which the altitude setpoint can be decreased.

Comment: This parameter adjusts the amount of weighting that the pitch control applies to speed vs height errors. Setting it to 0.0 will cause the pitch control to control height and ignore speed errors. This will normally improve height accuracy but give larger airspeed errors. Setting it to 2.0 will cause the pitch control loop to control speed and ignore height errors. This will normally reduce airspeed errors, but give larger height errors. The default value of 1.0 allows the pitch control to simultaneously control height and speed. Note to Glider Pilots - set this parameter to 2.0 (The glider will adjust its pitch angle to maintain airspeed, ignoring changes in height).

Comment: This is the cross-over frequency (in radians/second) of the complementary filter used to fuse longitudinal acceleration and airspeed to obtain an improved airspeed estimate. Increasing this frequency weights the solution more towards use of the airspeed sensor, whilst reducing it weights the solution more towards use of the accelerometer data.

Comment: This filter is applied to the specific total energy rate used for throttle damping.

Comment: This filter is applied to the true airspeed rate.

Comment: This is the damping gain for the throttle demand loop. Increase to add damping to correct for oscillations in speed and height.

Comment: This is the maximum vertical acceleration (in m/s/s) either up or down that the controller will use to correct speed or height errors. The default value of 7 m/s/s (equivalent to +- 0.7 g) allows for reasonably aggressive pitch changes if required to recover from under-speed conditions.

Comment: If enabled, failure detector will verify that all the ESCs have successfully armed when the vehicle has transitioned to the armed state. Timeout for receiving an acknowledgement from the ESCs is 0.3s, if no feedback is received the failure detector will auto disarm the vehicle.

Comment: Enabled on either AUX5 or MAIN5 depending on board. External ATS is required by ASTM F3322-18.

Reboot required: true

Comment: External ATS is required by ASTM F3322-18.

Comment: Maximum pitch angle before FailureDetector triggers the attitude_failure flag. The flag triggers flight termination (if @CBRK_FLIGHTTERM = 0), which sets outputs to their failsafe values. On takeoff the flag triggers lockdown (irrespective of @CBRK_FLIGHTTERM), which disarms motors but does not set outputs to failsafe values. Setting this parameter to 0 disables the check

Comment: Seconds (decimal) that pitch has to exceed FD_FAIL_P before being considered as a failure.

Comment: Maximum roll angle before FailureDetector triggers the attitude_failure flag. The flag triggers flight termination (if @CBRK_FLIGHTTERM = 0), which sets outputs to their failsafe values. On takeoff the flag triggers lockdown (irrespective of @CBRK_FLIGHTTERM), which disarms motors but does not set outputs to failsafe values. Setting this parameter to 0 disables the check

Comment: Seconds (decimal) that roll has to exceed FD_FAIL_R before being considered as a failure.

Comment: The distance in meters to follow the target at

Comment: The side to follow the target from (front right = 0, behind = 1, front = 2, front left = 3)

Comment: lower numbers increase the responsiveness to changing long lat but also ignore less noise

Comment: The minimum height in meters relative to home for following a target

Comment: Configure on which serial port to run Main GPS.

• 0: Disabled
• 6: UART 6
• 101: TELEM 1
• 102: TELEM 2
• 103: TELEM 3
• 104: TELEM/SERIAL 4
• 201: GPS 1
• 202: GPS 2
• 203: GPS 3
• 300: Radio Controller
• 301: Wifi Port

Reboot required: true

Comment: This integer bitmask controls the set of GNSS systems used by the receiver. Check your receiver's documentation on how many systems are supported to be used in parallel. Currently this functionality is just implemented for u-blox receivers. When no bits are set, the receiver's default configuration should be used. Set bits true to enable: 0 : Use GPS (with QZSS) 1 : Use SBAS (multiple GPS augmentation systems) 2 : Use Galileo 3 : Use BeiDou 4 : Use GLONASS

• 0: GPS (with QZSS)
• 1: SBAS
• 2: Galileo
• 3: BeiDou
• 4: GLONASS

Reboot required: true

Comment: Select the GPS protocol over serial. Auto-detection will probe all protocols, and thus is a bit slower.

• 0: Auto detect
• 1: u-blox
• 2: MTK
• 3: Ashtech / Trimble
• 4: Emlid Reach
• 5: Femtomes
• 6: NMEA (generic)

Reboot required: true

Comment: Configure on which serial port to run Secondary GPS.

• 0: Disabled
• 6: UART 6
• 101: TELEM 1
• 102: TELEM 2
• 103: TELEM 3
• 104: TELEM/SERIAL 4
• 201: GPS 1
• 202: GPS 2
• 203: GPS 3
• 300: Radio Controller
• 301: Wifi Port

Reboot required: true

Comment: This integer bitmask controls the set of GNSS systems used by the receiver. Check your receiver's documentation on how many systems are supported to be used in parallel. Currently this functionality is just implemented for u-blox receivers. When no bits are set, the receiver's default configuration should be used. Set bits true to enable: 0 : Use GPS (with QZSS) 1 : Use SBAS (multiple GPS augmentation systems) 2 : Use Galileo 3 : Use BeiDou 4 : Use GLONASS

• 0: GPS (with QZSS)
• 1: SBAS
• 2: Galileo
• 3: BeiDou
• 4: GLONASS

Reboot required: true

Comment: Select the GPS protocol over serial. Auto-detection will probe all protocols, and thus is a bit slower.

• 0: Auto detect
• 1: u-blox
• 2: MTK
• 3: Ashtech / Trimble
• 4: Emlid Reach
• 5: Femtomes
• 6: NMEA (generic)

Reboot required: true

Comment: If this is set to 1, all GPS communication data will be published via uORB, and written to the log file as gps_dump message. If this is set to 2, the main GPS is configured to output RTCM data, which is then logged as gps_dump and can be used for PPK.

• 0: Disable
• 1: Full communication
• 2: RTCM output (PPK)

Comment: u-blox receivers support different dynamic platform models to adjust the navigation engine to the expected application environment.

• 2: stationary
• 4: automotive
• 6: airborne with <1g acceleration
• 7: airborne with <2g acceleration
• 8: airborne with <4g acceleration

Reboot required: true

Comment: Select the u-blox configuration setup. Most setups will use the default, including RTK and dual GPS without heading. The Heading mode requires 2 F9P devices to be attached. The main GPS will act as rover and output heading information, whereas the secondary will act as moving base, sending RTCM on UART2 to the rover GPS. RTK is still possible with this setup.

• 0: Default
• 1: Heading

Reboot required: true

Comment: Heading offset angle for dual antenna GPS setups that support heading estimation. (currently only for the Trimble MB-Two). Set this to 0 if the antennas are parallel to the forward-facing direction of the vehicle and the first antenna is in front. The offset angle increases clockwise. Set this to 90 if the first antenna is placed on the right side and the second on the left side of the vehicle.

Reboot required: true

Comment: The time in seconds the system should do open loop loiter and wait for GPS recovery before it goes into flight termination. Set to 0 to disable.

Comment: Pitch in degrees during the open loop loiter

Comment: Roll in degrees during the loiter

Comment: Thrust value which is set during the open loop loiter

Comment: Note: Setting this value to 4 enables flight termination, which will kill the vehicle on violation of the fence. Due to the inherent danger of this, this function is disabled using a software circuit breaker, which needs to be reset to 0 to really shut down the system.

• 0: None
• 1: Warning
• 2: Hold mode
• 3: Return mode
• 4: Terminate
• 5: Land mode

Comment: Select which altitude (AMSL) source should be used for geofence calculations.

• 0: Autopilot estimator global position altitude (GPS)
• 1: Raw barometer altitude (assuming standard atmospheric pressure)

Comment: Set how many subsequent position measurements outside of the fence are needed before geofence violation is triggered

Comment: Maximum horizontal distance in meters the vehicle can be from home before triggering a geofence action. Disabled if 0.

Comment: Maximum vertical distance in meters the vehicle can be from home before triggering a geofence action. Disabled if 0.

Comment: Select which position source should be used. Selecting GPS instead of global position makes sure that there is no dependence on the position estimator 0 = global position, 1 = GPS

• 0: GPOS
• 1: GPS

Comment: Sets the number of standard deviations used by the innovation consistency test.

Comment: Sets the number of standard deviations used by the innovation consistency test.

Comment: Reduce to make the hover thrust estimate more stable, increase if the real hover thrust is expected to change quickly over time.

Comment: Configure on which serial port to run Iridium (with MAVLink).

• 0: Disabled
• 6: UART 6
• 101: TELEM 1
• 102: TELEM 2
• 103: TELEM 3
• 104: TELEM/SERIAL 4
• 201: GPS 1
• 202: GPS 2
• 203: GPS 3
• 300: Radio Controller
• 301: Wifi Port

Reboot required: true

Comment: Value 0 turns the functionality off

Comment: Maximum airspeed allowed in the landed state

Comment: Maximum horizontal velocity allowed in the landed state

Comment: Maximum vertical velocity allowed in the landed state

Comment: Maximum horizontal (x,y body axes) acceleration allowed in the landed state

Comment: The height above ground below which ground effect creates barometric altitude errors. A negative value indicates no ground effect.

Comment: The system will obey this limit as a hard altitude limit. This setting will be consolidated with the GF_MAX_VER_DIST parameter. A negative value indicates no altitude limitation.

Comment: Maximum allowed angular velocity around each axis allowed in the landed state.

Comment: Total time it takes to go through all three land detection stages: ground contact, maybe landed, landed when all necessary conditions are constantly met.

Comment: Maximum horizontal velocity allowed in the landed state

Comment: Maximum vertical velocity allowed in the landed state

Comment: Total flight time of this autopilot. Higher 32 bits of the value. Flight time in microseconds = (LND_FLIGHT_T_HI << 32) | LND_FLIGHT_T_LO.

Comment: Total flight time of this autopilot. Lower 32 bits of the value. Flight time in microseconds = (LND_FLIGHT_T_HI << 32) | LND_FLIGHT_T_LO.

Comment: Variance of acceleration measurement used for landing target position prediction. Higher values results in tighter following of the measurements and more lenient outlier rejection

Comment: Variance of the landing target measurement from the driver. Higher values result in less aggressive following of the measurement and a smoother output as well as fewer rejected measurements.

Comment: Configure the mode of the landing target. Depending on the mode, the landing target observations are used differently to aid position estimation. Mode Moving: The landing target may be moving around while in the field of view of the vehicle. Landing target measurements are not used to aid positioning. Mode Stationary: The landing target is stationary. Measured velocity w.r.t. the landing target is used to aid velocity estimation.

• 0: Moving
• 1: Stationary

Comment: Initial variance of the relative landing target position in x and y direction

Comment: Landing target x measurements are scaled by this factor before being used

Comment: Landing target y measurements are scaled by this factor before being used

Comment: Initial variance of the relative landing target velocity in x and y directions

Comment: Data sheet noise density = 150ug/sqrt(Hz) = 0.0015 m/s^2/sqrt(Hz) Larger than data sheet to account for tilt error.

Comment: Data sheet noise density = 150ug/sqrt(Hz) = 0.0015 m/s^2/sqrt(Hz)

Comment: By initializing the estimator to the LPE_LAT/LON parameters when global information is unavailable

Comment: Set bits in the following positions to enable: 0 : Set to true to fuse GPS data if available, also requires GPS for altitude init 1 : Set to true to fuse optical flow data if available 2 : Set to true to fuse vision position 3 : Set to true to enable landing target 4 : Set to true to fuse land detector 5 : Set to true to publish AGL as local position down component 6 : Set to true to enable flow gyro compensation 7 : Set to true to enable baro fusion default (145 - GPS, baro, land detector)

• 0: fuse GPS, requires GPS for alt. init
• 1: fuse optical flow
• 2: fuse vision position
• 3: fuse landing target
• 4: fuse land detector
• 5: pub agl as lpos down
• 6: flow gyro compensation
• 7: fuse baro

Comment: EPV used if greater than this value.

Comment: Increase to trust measurements more. Decrease to trust model more.

Comment: Increase to trust measurements more. Decrease to trust model more.

Comment: Used to calculate increased terrain random walk nosie due to movement.

Comment: Set to zero to enable automatic compensation from measurement timestamps

Comment: This allows a ground control station to automatically find the drone on the local network.

• 0: Never broadcast
• 1: Always broadcast
• 2: Only multicast

Comment: Configure on which serial port to run MAVLink.

• 0: Disabled
• 6: UART 6
• 101: TELEM 1
• 102: TELEM 2
• 103: TELEM 3
• 104: TELEM/SERIAL 4
• 201: GPS 1
• 202: GPS 2
• 203: GPS 3
• 300: Radio Controller
• 301: Wifi Port
• 1000: Ethernet

Reboot required: true

Comment: If enabled, forward incoming MAVLink messages to other MAVLink ports if the message is either broadcast or the target is not the autopilot. This allows for example a GCS to talk to a camera that is connected to the autopilot via MAVLink (on a different link than the GCS).

Reboot required: True

Comment: The MAVLink Mode defines the set of streamed messages (for example the vehicle's attitude) and their sending rates.

• 0: Normal
• 1: Custom
• 2: Onboard
• 3: OSD
• 4: Magic
• 5: Config
• 7: Minimal
• 8: External Vision
• 10: Gimbal
• 11: Onboard Low Bandwidth

Reboot required: True

Comment: If enabled, MAVLink messages will be throttled according to `txbuf` field reported by radio_status. Requires a radio to send the mavlink message RADIO_STATUS.

Reboot required: True

Comment: Configure the maximum sending rate for the MAVLink streams in Bytes/sec. If the configured streams exceed the maximum rate, the sending rate of each stream is automatically decreased. If this is set to 0 a value of half of the theoretical maximum bandwidth is used. This corresponds to baudrate/20 Bytes/s (baudrate/10 = maximum data rate on 8N1-configured links).

Reboot required: True

Comment: If ethernet enabled and selected as configuration for MAVLink instance 0, selected remote port will be set and used in MAVLink instance 0.

Reboot required: True

Comment: If ethernet enabled and selected as configuration for MAVLink instance 0, selected udp port will be set and used in MAVLink instance 0.

Reboot required: True

Comment: This allows a ground control station to automatically find the drone on the local network.

• 0: Never broadcast
• 1: Always broadcast
• 2: Only multicast

Comment: Configure on which serial port to run MAVLink.

• 0: Disabled
• 6: UART 6
• 101: TELEM 1
• 102: TELEM 2
• 103: TELEM 3
• 104: TELEM/SERIAL 4
• 201: GPS 1
• 202: GPS 2
• 203: GPS 3
• 300: Radio Controller
• 301: Wifi Port
• 1000: Ethernet

Reboot required: true

Comment: If enabled, forward incoming MAVLink messages to other MAVLink ports if the message is either broadcast or the target is not the autopilot. This allows for example a GCS to talk to a camera that is connected to the autopilot via MAVLink (on a different link than the GCS).

Reboot required: True

Comment: The MAVLink Mode defines the set of streamed messages (for example the vehicle's attitude) and their sending rates.

• 0: Normal
• 1: Custom
• 2: Onboard
• 3: OSD
• 4: Magic
• 5: Config
• 7: Minimal
• 8: External Vision
• 10: Gimbal
• 11: Onboard Low Bandwidth

Reboot required: True

Comment: If enabled, MAVLink messages will be throttled according to `txbuf` field reported by radio_status. Requires a radio to send the mavlink message RADIO_STATUS.

Reboot required: True

Comment: Configure the maximum sending rate for the MAVLink streams in Bytes/sec. If the configured streams exceed the maximum rate, the sending rate of each stream is automatically decreased. If this is set to 0 a value of half of the theoretical maximum bandwidth is used. This corresponds to baudrate/20 Bytes/s (baudrate/10 = maximum data rate on 8N1-configured links).

Reboot required: True

Comment: If ethernet enabled and selected as configuration for MAVLink instance 1, selected remote port will be set and used in MAVLink instance 1.

Reboot required: True

Comment: If ethernet enabled and selected as configuration for MAVLink instance 1, selected udp port will be set and used in MAVLink instance 1.

Reboot required: True

Comment: This allows a ground control station to automatically find the drone on the local network.

• 0: Never broadcast
• 1: Always broadcast
• 2: Only multicast

Comment: Configure on which serial port to run MAVLink.

• 0: Disabled
• 6: UART 6
• 101: TELEM 1
• 102: TELEM 2
• 103: TELEM 3
• 104: TELEM/SERIAL 4
• 201: GPS 1
• 202: GPS 2
• 203: GPS 3
• 300: Radio Controller
• 301: Wifi Port
• 1000: Ethernet

Reboot required: true

Comment: If enabled, forward incoming MAVLink messages to other MAVLink ports if the message is either broadcast or the target is not the autopilot. This allows for example a GCS to talk to a camera that is connected to the autopilot via MAVLink (on a different link than the GCS).

Reboot required: True

Comment: The MAVLink Mode defines the set of streamed messages (for example the vehicle's attitude) and their sending rates.

• 0: Normal
• 1: Custom
• 2: Onboard
• 3: OSD
• 4: Magic
• 5: Config
• 7: Minimal
• 8: External Vision
• 10: Gimbal
• 11: Onboard Low Bandwidth

Reboot required: True

Comment: If enabled, MAVLink messages will be throttled according to `txbuf` field reported by radio_status. Requires a radio to send the mavlink message RADIO_STATUS.

Reboot required: True

Comment: Configure the maximum sending rate for the MAVLink streams in Bytes/sec. If the configured streams exceed the maximum rate, the sending rate of each stream is automatically decreased. If this is set to 0 a value of half of the theoretical maximum bandwidth is used. This corresponds to baudrate/20 Bytes/s (baudrate/10 = maximum data rate on 8N1-configured links).

Reboot required: True

Comment: If ethernet enabled and selected as configuration for MAVLink instance 2, selected remote port will be set and used in MAVLink instance 2.

Reboot required: True

Comment: If ethernet enabled and selected as configuration for MAVLink instance 2, selected udp port will be set and used in MAVLink instance 2.

Reboot required: True

Reboot required: true

Comment: If set to 1 incoming external setpoint messages will be directly forwarded to the controllers if in offboard control mode

Comment: Disabling the parameter hash check functionality will make the mavlink instance stream parameters continuously.

Comment: The mavlink hearbeat message will not be forwarded if this parameter is set to 'disabled'. The main reason for disabling heartbeats to be forwarded is because they confuse dronekit.

Comment: If set, it gets the data from 'vehicle_visual_odometry' instead of 'vehicle_odometry' serving as a loopback of the received ODOMETRY messages on the Mavlink receiver.

• 0: Default to 1, switch to 2 if GCS sends version 2
• 1: Always use version 1
• 2: Always use version 2

Comment: If the connected radio stops reporting RADIO_STATUS for a certain time, a warning is triggered and, if MAV_X_RADIO_CTL is enabled, the software-flow control is reset.

Comment: When non-zero the MAVLink app will attempt to configure the SiK radio to this ID and re-set the parameter to 0. If the value is negative it will reset the complete radio config to factory defaults. Only applies if this mavlink instance is going through a SiK radio

Reboot required: true

• 0: Generic micro air vehicle
• 1: Fixed wing aircraft
• 2: Quadrotor
• 3: Coaxial helicopter
• 4: Normal helicopter with tail rotor
• 5: Ground installation
• 6: Operator control unit / ground control station
• 7: Airship, controlled
• 8: Free balloon, uncontrolled
• 9: Rocket
• 10: Ground rover
• 11: Surface vessel, boat, ship
• 12: Submarine
• 13: Hexarotor
• 14: Octorotor
• 15: Tricopter
• 16: Flapping wing
• 17: Kite
• 18: Onboard companion controller
• 19: Two-rotor VTOL using control surfaces in vertical operation in addition. Tailsitter.
• 20: Quad-rotor VTOL using a V-shaped quad config in vertical operation. Tailsitter.
• 21: Tiltrotor VTOL
• 22: VTOL reserved 2
• 23: VTOL reserved 3
• 24: VTOL reserved 4
• 25: VTOL reserved 5
• 26: Onboard gimbal
• 27: Onboard ADSB peripheral

Comment: If set to 1 incoming HIL GPS messages are parsed.

Comment: Failsafe check to prevent running mission stored from previous flight at a new takeoff location. Set a value of zero or less to disable. The mission will not be started if the current waypoint is more distant than MIS_DIST_1WP from the home position.

Comment: Failsafe check to prevent running missions which are way too big. Set a value of zero or less to disable. The mission will not be started if any distance between two subsequent waypoints is greater than MIS_DIST_WPS.

Comment: This is the minimum altitude the system will always obey. The intent is to stay out of ground effect. set to -1, if there shouldn't be a minimum loiter altitude

Comment: If enabled, yaw commands will be sent to the mount and the vehicle will follow its heading towards the flight direction. If disabled, the vehicle will yaw towards the ROI.

• 0: Disable
• 1: Enable

Comment: This is the minimum altitude the system will take off to.

Comment: If set, the mission feasibility checker will check for a takeoff waypoint on the mission.

Comment: If set > 0 it will ignore the target heading for normal waypoint acceptance. If the waypoint forces the heading the timeout will matter. For example on VTOL forwards transition. Mainly useful for VTOLs that have less yaw authority and might not reach target yaw in wind. Disabled by default.

Comment: Specifies the heading in Auto.

• 0: towards waypoint
• 1: towards home
• 2: away from home
• 3: along trajectory
• 4: towards waypoint (yaw first)

Comment: Default acceptance radius, overridden by acceptance radius of waypoint if set. For fixed wing the L1 turning distance is used for horizontal acceptance.

Comment: Altitude acceptance used for the last waypoint before a fixed-wing landing. This is usually smaller than the standard vertical acceptance because close to the ground higher accuracy is required.

Comment: Acceptance radius for fixedwing altitude.

Comment: Default value of loiter radius for missions, Hold mode, Return mode, etc. (fixedwing only).

Comment: Acceptance radius for multicopter altitude.

Comment: Enabling this will allow the system to respond to transponder data from e.g. ADSB transponders

• 0: Disabled
• 1: Warn only
• 2: Return mode
• 3: Land mode
• 4: Position Hold mode

Comment: Defines the Radius where NAV TRAFFIC AVOID is Called For Manned Aviation

Comment: Defines the Radius where NAV TRAFFIC AVOID is Called For Unmanned Aviation

Comment: The air-mode enables the mixer to increase the total thrust of the multirotor in order to keep attitude and rate control even at low and high throttle. This function should be disabled during tuning as it will help the controller to diverge if the closed-loop is unstable (i.e. the vehicle is not tuned yet). Enabling air-mode for yaw requires the use of an arming switch.

• 0: Disabled
• 1: Roll/Pitch
• 2: Roll/Pitch/Yaw

Comment: Determines the motor ordering. This can be used for example in combination with a 4-in-1 ESC that assumes a motor ordering which is different from PX4. ONLY supported for Quads. When changing this, make sure to test the motor response without props first.

• 0: PX4
• 1: Betaflight / Cleanflight

Comment: Set to true for servo gimbal, false for passthrough. This is required for a gimbal which is not capable of stabilizing itself and relies on the IMU's attitude estimation.

• 0: Disable
• 1: Stabilize all axis
• 2: Stabilize yaw for absolute/lock mode.

• 0: Disable
• 1: AUX1
• 2: AUX2
• 3: AUX3
• 4: AUX4
• 5: AUX5
• 6: AUX6

• 0: Disable
• 1: AUX1
• 2: AUX2
• 3: AUX3
• 4: AUX4
• 5: AUX5
• 6: AUX6

• 0: Disable
• 1: AUX1
• 2: AUX2
• 3: AUX3
• 4: AUX4
• 5: AUX5
• 6: AUX6

Comment: If MNT_MODE_OUT is MAVLink protocol v2, mount configure/control commands will be sent with this component ID.

Comment: If MNT_MODE_OUT is MAVLink gimbal protocol v1, mount configure/control commands will be sent with this target ID.

Comment: RC uses the AUX input channels (see MNT_MAN_* parameters), MAVLINK_ROI uses the MAV_CMD_DO_SET_ROI Mavlink message, and MAVLINK_DO_MOUNT the MAV_CMD_DO_MOUNT_CONFIGURE and MAV_CMD_DO_MOUNT_CONTROL messages to control a mount.

• -1: DISABLED
• 0: AUTO
• 1: RC
• 2: MAVLINK_ROI (protocol v1)
• 3: MAVLINK_DO_MOUNT (protocol v1)
• 4: MAVlink gimbal protocol v2

Reboot required: true

Comment: AUX uses the mixer output Control Group #2. MAVLINK uses the MAV_CMD_DO_MOUNT_CONFIGURE and MAV_CMD_DO_MOUNT_CONTROL MavLink messages to control a mount (set MNT_MAV_SYSID & MNT_MAV_COMPID)

• 0: AUX
• 1: MAVLink gimbal protocol v1
• 2: MAVLink gimbal protocol v2

Comment: if required for the gimbal (only in AUX output mode)

Comment: if required by the gimbal (only in AUX output mode)

Comment: Full stick input [-1..1] translats to [-pitch rate..pitch rate].

Comment: Full stick input [-1..1] translats to [-yaw rate..yaw rate].

Comment: Limit for pitch rate in manual and auto modes (except acro). Has effect for large rotations in autonomous mode, to avoid large control output and mixer saturation. This is not only limited by the vehicle's properties, but also by the maximum measurement rate of the gyro.

Comment: Pitch proportional gain, i.e. desired angular speed in rad/s for error 1 rad.

Comment: Limit for roll rate in manual and auto modes (except acro). Has effect for large rotations in autonomous mode, to avoid large control output and mixer saturation. This is not only limited by the vehicle's properties, but also by the maximum measurement rate of the gyro.

Comment: Roll proportional gain, i.e. desired angular speed in rad/s for error 1 rad.

Comment: Yaw proportional gain, i.e. desired angular speed in rad/s for error 1 rad.

Comment: A fraction [0,1] deprioritizing yaw compared to roll and pitch in non-linear attitude control. Deprioritizing yaw is necessary because multicopters have much less control authority in yaw compared to the other axes and it makes sense because yaw is not critical for stable hovering or 3D navigation. For yaw control tuning use MC_YAW_P. This ratio has no inpact on the yaw gain.

Comment: Limit the rate of change of the yaw setpoint in autonomous mode to avoid large control output and mixer saturation.

Comment: Only used in Position mode.

Comment: Only used in Position mode. Collision avoidance is disabled by setting this parameter to a negative value

Comment: Only used in Position mode.

Comment: Only used in Position mode.

Comment: Setting this parameter to 0 disables the filter

Comment: Note: In manual, this parameter is only used in MPC_POS_MODE 4.