The Tool Desk
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1. Establish the real takeoff weight
Start with maximum takeoff weight (MTOW) for the aircraft as it will fly. T-MOTOR defines MTOW in its selection checklist as empty aircraft weight plus payload; for an actual build, include every installed component and the operating payload in that total. The relevant figure is not the bare frame or an optimistic “dry” weight.
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- Frame, landing gear and vibration-isolation hardware
- Motors, propellers, ESCs, power distribution and wiring
- Flight controller, navigation, radios, cameras and other avionics
- Battery at launch weight, including its mounting hardware
- Payload, release mechanisms, tanks or tools
- Fasteners, guards, cooling ducts and any accessories used in flight
Weigh the assembled aircraft with the battery and the heaviest mission payload. If payload or battery size changes, calculate each important configuration separately. A propulsion choice that works for an empty test vehicle may not provide control authority at the advertised payload.
The manufacturer’s two relevant guides are The Guide For Heavy-Lift UAV Propulsion System Selection (published June 8, 2026; updated June 17, 2026) and Multirotor UAV Propulsion System Matching Guide: Motor, ESC & Propeller (published June 9, 2026; updated June 17, 2026). Their numerical rules are manufacturer guidance, not universal aircraft-certification standards.
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2. Turn MTOW into a rotor-level thrust target
T-MOTOR recommends maximum thrust per motor of:
Required maximum thrust per motor = (MTOW ÷ number of motors) × 2.2 to 2.5
The multiplier is intended to leave capacity for control, climb, wind and abnormal conditions. Apply it to the loaded aircraft, not to an empty frame. For example, a 60 kg hexacopter has a nominal 10 kg share per motor before margin; the manufacturer’s recommendation would put the maximum-thrust target at 22–25 kg per motor.
The guide also cites an 80 kg MTOW octocopter example with at least 10 kg of rated thrust “per axis.” That wording is not identical to the per-motor formula, so do not silently combine the two numbers. Confirm whether the example is describing a rotor, a motor axis or another manufacturer-specific convention before using it for a purchase decision. It is an illustration, not a universal sizing result.
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T-MOTOR’s heavy-lift guide recommends that the required thrust be available in roughly the 50%–70% throttle region. Hovering near full throttle leaves little authority for gusts, attitude correction or climb and can keep the motor and ESC at high current for long periods. A very large reserve is not free: larger motors, propellers, batteries and ESCs add mass, cost and power demand. Select enough reserve for the mission rather than maximizing the catalogue’s peak number.
3. Design for the mission and a motor failure
Thrust sizing should answer more than “can it lift off?” Evaluate takeoff, climb, wind, temperature, payload changes and the recovery procedure after an unexpected failure. For a multirotor, ask what happens when one motor or ESC is unavailable and whether the aircraft can descend or land under control. T-MOTOR specifically calls this one-engine-inoperative (OEI) consideration out for heavy-lift designs.
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Use the failure case to set the margin
- Redundant layouts: Determine whether the flight controller and geometry can maintain attitude after one failed propulsion unit.
- Coaxial layouts: Account for the aerodynamic and thermal penalty of two rotors sharing an axis; do not assume two motors provide the same efficiency as two separated rotors.
- Wind and climb: Reserve thrust for the vertical component of gust response and the climb rate required by the mission.
- Payload release: Check both the heaviest launch condition and the changed center of gravity after release.
A decision to increase margin should be tied to a documented failure and operating requirement. More reserve can increase airframe weight, current, battery size and cost, so compare the safety benefit with the resulting reduction in endurance.
4. Match the propeller and motor as one aerodynamic system
Diameter, pitch and KV
For heavy lift and long endurance, T-MOTOR generally recommends a large-diameter propeller with a low-KV motor. A larger disk can produce the required thrust at lower RPM, while a low-KV winding suits that operating point. This is a starting principle, not a substitute for the selected motor’s test data.
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Use test data at the intended voltage
For each candidate, record at least:
- Static thrust at the intended hover and maximum operating points
- Current and electrical power at those points
- Motor, ESC and battery voltage under load
- Motor and ESC temperature after a representative sustained run
- Motor, propeller, ESC and mounting mass
Peak thrust measured with a different propeller or cell count does not establish the performance of your aircraft. Keep the test configuration identical when comparing combinations.
5. Size the ESC and battery from current and voltage
ESC current and voltage
T-MOTOR recommends an ESC continuous-current rating 20%–30% above the motor’s maximum current. This is a manufacturer rule of thumb, not an independently validated universal margin. Use the motor’s maximum current for the chosen propeller and voltage, not a generic value printed for another setup.
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The ESC must also support a voltage above the battery’s fully charged voltage. A “24S” battery, for example, reaches a higher voltage immediately after charging than its nominal label suggests. Check the ESC’s specified maximum input voltage, connector and firmware requirements against that fully charged condition.
Battery capability
Battery selection has two separate limits: energy for endurance and current for propulsion. Verify that the pack can supply the combined current of all motors during takeoff and high-demand manoeuvres without excessive voltage sag. Include wiring, connectors, fuses and power-distribution losses in the calculation.
Increasing capacity does not automatically increase flight time. A larger pack adds mass, which increases required thrust and power. Compare complete aircraft configurations at the intended hover point rather than dividing nominal watt-hours by an assumed motor power.
Heat and cooling
High current creates heat in the windings, bearings, ESC switching devices, connectors and battery. Provide airflow or another cooling path appropriate to the installation, and evaluate the worst case: hot ambient conditions, low forward speed, repeated climbs and a fully loaded aircraft. The guides call for attention to heat dissipation but do not establish a universal temperature limit. Use the component manufacturer’s published limits and your own controlled thermal checks.
6. Compare efficiency as a complete propulsion system
Efficiency is commonly expressed as grams of thrust per watt (g/W). Compare it at the same thrust, voltage, propeller and operating condition. A motor with a high headline peak thrust can be less efficient at the hover thrust that dominates a survey, delivery or filming mission.
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| Comparison | What to measure | Why it matters |
|---|---|---|
| Hover operating point | Thrust, watts, throttle and current at loaded hover | Determines normal energy use and control margin |
| Maximum operating point | Peak thrust, current and duration allowed | Shows climb and emergency capability without overstating endurance |
| System efficiency | g/W for motor, propeller and ESC together | Prevents judging a motor from a stand-alone rating |
| Thermal behavior | Motor and ESC temperatures after sustained runs | Identifies combinations that cannot shed heat in the real installation |
| Mass and clearance | Complete propulsion mass and rotor-to-rotor spacing | Exposes the penalty of a larger “more powerful” system |
7. Verify mechanical fit and field durability
Before ordering, check the complete mechanical interface:
- Propeller diameter against adjacent arms, landing gear, payload and the ground
- Motor bolt pattern, shaft diameter, hub bore, thread direction and locking hardware
- Propeller material, balance, folding mechanism and allowable RPM
- Arm stiffness, bearing loads and vibration isolation
- Cooling airflow around the motor and ESC in the installed orientation
- Transport envelope, especially if the aircraft must fit in a vehicle or case
- Environmental protection or IP rating for dust, rain and spray
- Inspection access for bearings, magnets, windings, fasteners and propeller damage
Folding propellers can improve portability, but the hinge and locking structure must remain secure under peak thrust and vibration. Balance every propeller as a set and investigate unusual vibration before increasing throttle; vibration can damage bearings, flight-controller sensors and payload images even when thrust appears adequate.
8. A product-specific example—use it as a cross-check, not a universal recipe
T-MOTOR’s heavy-lift guide lists the MN1130 with a 24S LiPo system, a stated rated-thrust range of 20–25 kg, an M200A 24S ESC, and NS45, NS47 or VZ40 propeller options. The same table associates that combination with a 100 kg quadcopter or 150 kg coaxial-quad MTOW. These are product-specific manufacturer specifications; confirm the current documentation, exact propeller variant and test conditions before purchase.
The example is useful because it shows the parts that must be specified together—motor, voltage, ESC and propeller—but it does not prove that the combination fits every 100 kg quad or that its thrust is available at every throttle setting. Recalculate your own MTOW, rotor count, failure case, clearance and current margin.
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9. A repeatable selection workflow
- Freeze the mission definition. Write down payload, launch weight, maximum flight time, climb requirement, wind, temperature, transport limits and the consequence of a motor failure.
- Weigh the complete aircraft. Use the heaviest battery and payload combination that will actually fly.
- Calculate the manufacturer’s target. Divide MTOW by motor count and multiply by 2.2–2.5; document why your mission requires a particular point in that range.
- Shortlist motor and propeller pairs. Prefer combinations with published thrust/current data at your cell count and with normal hover in the 50%–70% throttle region.
- Check OEI and control authority. Model or test the planned failed-motor response and landing procedure.
- Size the ESC. Use at least the manufacturer’s 20%–30% continuous-current margin and verify fully charged battery voltage support.
- Size the battery and wiring. Check continuous and peak current, voltage sag, connectors, fuses and total energy without ignoring added battery mass.
- Confirm fit and cooling. Measure propeller clearance, hub interfaces, airflow, transport envelope and structural loads.
- Bench-test the exact system. Measure thrust, current, watts and temperatures through the intended operating range, then inspect for vibration.
- Flight-test progressively. Begin with an unladen controlled hover, increase payload in steps, and retain an abort or landing plan for abnormal temperature, vibration, current or voltage sag.
10. Common selection mistakes and corrections
Choosing by KV alone
KV indicates the motor’s speed constant; it does not tell you the thrust, current or efficiency of a particular propeller and voltage. Correct the mistake by comparing complete test points.
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Using empty weight
An empty-frame calculation hides battery and payload mass. Reweigh the launch configuration and repeat the calculation for every mission load.
Trusting peak thrust without throttle data
Peak thrust may require unsafe current or leave no control margin. Require thrust and current data around hover, climb and maximum operating points.
Adding a larger battery to solve endurance
Extra capacity also adds thrust demand. Compare watt-hours consumed by the complete aircraft at its new weight and verify the pack’s current capability.
Matching the ESC to nominal voltage
Nominal cell count understates the voltage immediately after charging. Check the ESC against the pack’s fully charged voltage and provide the recommended current headroom.
Ignoring installation heat
A bench test in open air may not represent a closed fuselage or a slow, hot climb. Repeat thermal checks in the installed airflow and follow the component’s published limits.
Assuming a folding propeller is automatically safer
Portability does not replace structural verification. Inspect hinges, locks, balance and vibration at the highest intended RPM.
Decision checklist
- Is MTOW calculated with the actual battery, payload and installed propulsion?
- Does the candidate meet the 2.2–2.5 manufacturer thrust multiplier for your rotor count?
- Is normal hover in the intended throttle region rather than near full power?
- Can the aircraft respond to wind, climb and the defined motor-failure case?
- Are thrust, current and efficiency measured with the exact propeller and voltage?
- Does the ESC have the recommended continuous-current margin and fully charged voltage rating?
- Can the battery deliver peak current without unacceptable sag, and does its added mass preserve endurance?
- Are clearance, hub fit, cooling, balance, vibration, environmental protection and maintenance access verified?
The correct heavy-lift propulsion choice is therefore a verified system, not a motor catalogue number: loaded mass sets the thrust requirement, the mission sets the reserve, the propeller sets the operating load, and the ESC, battery, cooling and structure must all support that same operating point.
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