Launches
& static fires.

Two captive tests followed by five free flights to check the safety procedures before the indoor campaign. The team tested both immediate engine cutoff and an emergency command that descends to a landing. A protective cover was added around an onboard sensor. The flights were logged as nominal, with lateral drift still present; the final flight was interrupted after leaving the intended test area.

Seven flights: two captive tests followed by five free flights. The field notes report successful touchdown detection and automatic engine shutdown. Hover targets were increased from 2 to 15 s on the free flights, with higher-rate telemetry. Longer flights exposed substantial lateral drift, including approximately 29 m on the 10 s hover test. Landing-point accuracy remains an open issue.

The thrust-vectoring mechanism was recharacterised after repair, the mass distribution was adjusted, and the telemetry link was upgraded. After a mixed series of captive tests, free flights 9, 10 and 11 completed their ascent and descent. The operator still had to shut down the engine manually after touchdown. These repeat flights provided the basis for the next campaign’s landing detector.

Ten captive tests following the repair of the thrust-vectoring mechanism damaged in campaign 4. No flight was nominal, so no free flight was attempted. Rope asymmetry, a changed vehicle mass and the unverified thrust-vectoring response complicated the comparison with earlier flights. The campaign led to recharacterising the mechanism before campaign 6.

Nine captive tests followed by three free-flight attempts overnight. Captive tests 7–9 showed improved attitude stability. Free flight 2 completed a hop with a rough landing and lateral drift. Flight 3 ended in a crash after an altitude abort, damaging the thrust-vectoring mechanism. This was the first campaign to move from tethered tests to free flight, with landing detection and lateral control still unresolved.

Three successive campaigns with the vehicle retained by ropes. The early tests exposed attitude-frame and thrust-vectoring convention errors, followed by control-loop tuning and onboard logging changes. Campaign 3’s seventh test completed a captive ascent and landing with improved attitude stability. These campaigns are grouped as the initial tuning phase; lateral drift and the transition to descent remained under investigation.

Bench tests after the propulsion update. The new configuration was selected for the flight model and its thrust measured on the bench. The updated command-to-thrust law was integrated into the GNC model and flight software before the first captive hops. The available archive contains measurements and analysis, without identified field photos or video for this session.

Full sequence run outdoors. A stepped command staircase up to the qualified thrust ceiling, flown together with a complete thrust-vectoring programme: random pointing, circular sweeps, then left-right and right-left scans. Telemetry recorded twice over, on the ground station and on board, to validate the onboard logging path end to end.

Qualification run for the engine. Command-to-thrust transfer function, per-step response time and maximum usable thrust measured on the bench. This model supported the early GNC work, before the propulsion update and requalification in Static Fire 7.

Two successive propulsion campaigns, grouped here: the June 23 thrust characterisation, followed by the June 25 tests investigating the measured thrust deficit. The propulsion was tested in several configurations, with adjustments to the airflow around the stand.

Second static fire on the thrust bench. Full command sweep, repeated with and without the nozzle to measure what the nozzle costs in delivered thrust.

First instrumented static fire of the H1 propulsion stack. Full throttle sweep on the test stand, with telemetry and thrust logging end to end.