A lot of teams or producers begin the VTOL development with the goal to build directly multi-passenger aircraft (with at least four passengers). For such far objective they must to spend around one billion dollars as already demonstrated some current programs. This is very risky because the dominant technologies of the future are not yet established and the investment can be lost. So is more rational to develop a small VTOL vehicle of the type of aerial “motorcycle”, for one or two passengers and for which the costs are maybe ten times lower. In this case we came with our own solutions.

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Aerial VTOL “motorcycle” - the common sense approach
Introduction
A feasibility study showed that is a need for a multi-purpose General Aviation aircraft with the
ability to take-off and land vertically. In particular, the Emergency Services would benefit
tremendously from the ability to help patients from otherwise inaccessible locations, thus
improving their service and helping to save the lives of people found in harm’s way. Many
solutions were recently proposed for General Aviation VTOL aircraft. Unfortunately, such
development will require a huge capital of around one billion dollars for each project, increasing
financial risks. Consequently, it becomes interesting to build a low-cost VTOL aircraft that will
also serve as a testing platform for future larger VTOL vehicles. Such vehicle is the so-called aerial
“motorcycle” (or individual VTOL aircraft). The development of an aerial “motorcycle” is around
ten times cost efficient than a multi-passenger VTOL vehicle and therefore the financial risks are
much lower.
On the other hand, one of the main differences between the General Aviation VTOL aircraft and
a personal VTOL “motorcycle” is that the latter doesn't need an operational infrastructure.
General Aviation VTOL aircraft requires vertiports located on a ground surface or on adapted
buildings having attached a complex equipment. The personal VTOL aircraft, with its compact
size and limited weight can take off and land on any surface and location, achieving an unmatched
mission flexibility.
Personal flight devices were developed beginning with 1960s, but were essentially based on
turbojet engines which gave short flight times and were difficult to control. Further were fueled
by rocket or fossil fuels which are intrinsically dangerous.
Goals
Our company Micor Technologies is a solution provider for VTOL propulsion systems and
associated aircraft configurations (see our site www.micortec.com ). A goal of Micor

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Technologies is to develop an aerial motorcycle for one or two persons that is low cost,
intuitive, safe, and functional.
Potential uses of are:
• Search, rescue and first responder transport in emergency events
• Urban and suburban commuter, fly from one point to another without to use a
specific/modified infrastructure
• Military uses, both urban and open warfare
• Recreational activity
• Construction activity in undeveloped areas
• Border security
• Aerial inspection and search
• Aerial fire fighting
Within this boundary conditions we tried to develop a "best in class," advanced personal VTOL
aircraft system utilizing the new Distributed Electric Propulsion - DEP, combining the Vertical Take
Off and Landing capabilities of a helicopter with the horizontal speed and payload capability of a
traditional airplane. These new advanced aerial vehicles use a new DEP propulsion system and
will provide an accessible and affordable transportation platform from door to door for both
civilian and military applications while reducing capital and operating expenses.
We have proposed a plurality of configurations of the propulsion systems and of the aerial
vehicles.
State of the art
A relatively old solution for single person VTOL aircraft was achieved by Martin Aircraft
Company (figure 1).

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Fig. 1
This product which uses a single gasoline engine has few disadvantages as reduced redundancy,
respectively low horizontal speed and range.
Other solutions were proposed by Ehang (figure 2) and Volocopter (figure 3).
Fig. 2 Fig. 3
These multirotors have the following disadvantages:
-Reduced efficiency in hovering due to the missing of thrust augmenters
-Reduced efficiency in forward flight due to the missing of the wings
-Reduced speed
-Reduced range

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-Unprotected rotors which increases the risk of contact with the environment or with the
people around
-There is no amphibious version available
A wonderful solution was proposed by Opener with BlackFly (figure 4).
Fig. 4
Even this solution is very simple, it has some disadvantages:
-Reduced efficiency in hovering due to the missing of thrust augmenters
-Unprotected rotors which increases the risk of contact with the environment or with the
people around
-Uncomfortable position of the passenger and reduced vision field in take-off and landing
-Difficult to achieve multi-passenger vehicle with this configuration
-Increased risks to damage the vehicle when landing due to the oscillations of the fuselage
New variable geometry VTOL motorcycle – Aeroteq 001
Aeroteq – 001 is variable geometry VTOL motorcycle using a Canard configuration which can be
easily organized as a personal vehicle for one or two passengers. The two-passenger version in
take-off phase is shown in figure 5.

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Fig. 5
The forward flight phase is shown in the figure 6.
Fig. 6
Aeroteq- 001 is a vertical takeoff and landing aircraft with variable geometry that uses an
aerodynamic fuselage having at its rear side four cylindrical joints, two upper and two lower,
which support a propulsion system. The propulsion system consists of two movable biplane wings
that can rotate each on one lower cylindrical joint. Each mobile biplane wing is formed by a frame
containing at the bottom a lower wing, and respectively at the top an upper wing, both having
an aerodynamic profile that has an angle of incidence. The upper and lower wings are joined at
their ends by two connecting strips. Inside each frame a network of rotors (or propellers) is
attached, placed in line and positioned inclined relative to the horizontal plane. Each rotor is
driven by an electric motor that is attached to an intermediate crossbeam fixed at one end on
the lower wing and at the other end on the upper wing. At the front of the aircraft, two Canard
wings which contain flaps can be mounted on either side. To support the increased mass of a
biplane wing a robust joint attached directly to the fuselage at a small distance is used in similar
manner like those for the supersonic fighters with variable geometry. With this new arrangement

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applied to a Canard aircraft configuration, our concept achieves a good reliability even at
increased acceleration levels.
The operation of is shown in Figure 7.
Fig. 7
In operation, the rotors take the air above the fuselage and expel it inclined towards the bottom
of the frame as is show in Figure 8.
Fig. 8

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During takeoff and landing the frames are positioned with the upper and lower wings parallel to
the median longitudinal plane of the aircraft and the air absorbed by the rotors creates a negative
pressure on the upper surface of the fuselage which acts as an aerodynamic profile. The suction
exerted on the upper surface of the fuselage creates an additional lift force Fs that adds to the
force produced by the impulse of the air mass ejected inclined by the rotors Fr. The force Fs and
Fr are added vectorially, resulting a total force Ft greater than the force developed by the rotors
Fr, respectively creating an augmentation effect. In transition, the frames begin to rotate
backwards and due to the inclined air jet a horizontal propulsion force appears. As the speed of
the aircraft increases, the Canard wings and the biplane wings produce lift which compensates
the weight of the aircraft and keep the fuselage in a slightly inclined position in report to the
horizontal plane. When the cruise speed is reached the frames attain the position where the
upper and lower wings are perpendicular to the longitudinal median plane of the fuselage.
The impact of variable geometry VTOL motorcycle on the future VTOL technologies is as
follows:
(1) Reduces the power requirement during take-off and landing phases and consequently
the size of the embarked battery pack, using the thrust augmentation configuration
(2) Increases the resilience of the wing mechanism for any vehicle size attaching robust
wing joints to support the wings on the fuselage
(3) Has redundant wing mechanisms which are synchronized in a reliable manner
(4) Has a reduced foot-print during take-off and landing phases
(5) Has a high efficiency in forward flight
(6) Has an increased cruise speed
(7) Has a protected rotor against the contact with the surrounding environment or with the
personnel on the ground
The traditional way of determining the efficiency of vertical flight and hovering is to consider the
power loading of the vehicle. This is a simple ratio between the weight of the vehicle and the
available power. Another method of measuring hover efficiency is disc loading, i.e., Weight of
vehicle / Area of thrust producing structure. A VTOL aircraft with high power loading and low disc

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loading is the most efficient at hovering, which is the case for Aeroteq - 001, as is shown in Figure
9.
Fig. 9
New thrust augmenter propulsion for tilting body motorcycle
The tilting body motorcycle can be achieved with three types of thrust execution elements:
-with tractor propellers
-with pusher propellers
-with ducted fans
Tilting body motorcycle with tractor propellers - Aeroteq 002
The motorcycle with tractor propellers uses a new propulsion principle of thrust augmentation
with double biplane wing system as is shown in the Figure 10.

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Fig. 10
The new propulsion system uses a thrust augmenter configuration associated with non-verticality
of the slip stream to increase the lift in static conditions. VTOL configuration total lift is the result
of lift created by the wings added to the thrust created by the propeller. In static conditions and
at slow speed, the lift capacity increases as a result of higher circulation around the wings,
improving the thrust/weight ratio characteristic of the aircraft. For the double biplane wing
configuration, the weight is balanced by the sum of the thrust produced by the propeller and the
lift produced by the wings. Because each front wing of each thrust unit is placed in the inlet region
of the propeller, then it will develop some lift due to the pressure difference between the wings’
lower and upper surfaces. On the lower surface, the pressure will be equal to the atmospheric
pressure, while on the upper surface, the pressure will be slightly lower. On the other hands,
because each rear wing of each thrust unit is placed in the outlet region of the propeller it will
develop some lift due to the increased pressure exercised on the lower surface of the rear wing.
The motorcycle with tractor propellers uses two biplanar thrust units merged by a central
fuselage, as is shown in the Figure 11, which represents the vehicle in takeoff position. In the
figure 12 is shown the amphibious version.
Fig. 11 Fig. 12

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The central fuselage has in the middle area a rotating seat on which can take place a pilot. The
rotating seat is controlled by an actuator which maintains the pilot in same position during all
flying phases, as is shown in the Figure 13.
Fig. 13
Another configurations, uses a fixed aerodynamic cabin for one passenger - Aeroteq 003, or for
two passengers - Aeroteq 004, as is shown in figure 14 and 15.
Fig. 14

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Fig. 15
The motorcycle with tractor propellers has the following advantages:
-The control of the vehicle is made by thrust differentiation, without pivoting propellers, wings
or flaps
-The aircraft construction is simple and cost effective
-The maitenance costs are reduced
-Same propulsion system is used for vertical flight as well as for forward flight
-It uses a thrust augmentation configuration to increase the lift even in static conditions,
resulting a rerduced thrust/weight ratio
-In forward flight the lift is made by the wings
-It is an high efficient vehicle in both vertical and forward flight with improved range
-The propellers are protected against the contact with environment or with the personel on the
ground
-Using ten rotors it has a high redundancy level

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-It is a very compact vehicle using the entire wingspan to produce lift
-It has amphibious capability and can operate also as WIG vehicle
Tilting body motorcycle with pusher propellers - Aeroteq 005
The motorcycle with pusher propellers use also a biplane propulsion system as is described in
the figure 16.
Fig. 16
This version has a supplementary advantage represented by the propeller deactivation in
forward flight.
Aeroteq – 005 has also a high power loading and low disc loading being very efficient at
hovering (figure 17).
Fig. 17

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Tilting body motorcycle with ducted fans - Aeroteq 006
This aerial motorcycle has a propulsion system with two ejectors, one in the front and other in
the rear as is shown in figure 18.
Fig. 18
Each ejector uses ten ducted fans located between two wings. Each group of two wings is limited
to its ends by two jet limiters which can be used also as landing gear. The fuselage was lofted as
a minimum volume fairing around the energy source and pilot. The pilot position is vertical in
take-off and landing and inclined towards the front in forward flight, similarly with a motorcyclist
position. The pilot transports at his back a ballistic parachute which can be used in emergency
cases at low altitude.
An amphibious version (figure 19) can be operated in sea or river side areas, facilitating the
transport towards houseboat or towards other hard to reach locations.
Fig. 19

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New ultra-compact aerial motorcycle
This category of aerial motorcycle can use two types of thrust producing elements:
-ducted fans
-open rotors
Ultra-compact aerial motorcycle with ducted fans- Aeroteq 007
Mainly Aeroteq 007 (figure 20) will use Distributed Electric Propulsion- DEP divided in two thrust
units. Each thrust unit encloses five ducted fans arranged in two parallel rows, one containing
three ducted fans and the other two ducted fans. Each ducted fan employs a Thrust Augmenter
which increases the air flow and reduces the noise. The thrust units are rigidly attached with the
frame, above the center of gravity of the aircraft and of the pilot, and are symmetrically located
reported to the frame. The thrust augmenter propulsion with thrust units containing a plurality
of electric ducted fans was first described in the patent RO132306 registered in 15-06-2016.
Fig. 20
The aircraft frame is designed as an aerodynamic structure using several aerodynamic profiles to
obtain a supplementary lift during forward flight. This pursues to obtain an improved stability of

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the vehicle in forward flight. On the aircraft frame are mounted some fixed wings, which also
supplement the lift during forward flight.
Ultra-compact aerial motorcycle with open rotors- Aeroteq 008
Mainly Aeroteq 008 (figure 21) will use Distributed Electric Propulsion- DEP divided in two thrust
units. Each thrust unit uses three open rotors protected by an oval ring. The thrust units are
rigidly attached with the frame, above the center of gravity of the aircraft and of the pilot, and
are symmetrically located reported to the frame.
Fig. 21
New high speed aerial motorcycle – Aeroteq - 009
Aeroteq -009 is an innovative concept that uses VTOL capability and the advantages of fixed wing
aircraft to combine and augment the best features of both categories (figure 22). The
development of Aeroteq -009 allows both VTOL capability and efficient high cruise speed by a
compact vehicle. Aeroteq -009 propulsion system uses ducted fans with thrust augmentation

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configuration in order to obtain additional lift during hovering and working body effect in forward
flight. This means extended range and efficient flight in all phases.
Fig. 22
The innovative ducted fans are used for vertical lift and/or for horizontal propulsion. The ducted
fans are grouped in two multiple propellers or thrust units, each having thrust augmenter, one
of them being located in the front of the fuselage and the other at the rear. During operation the
rear thrust unit can be oriented to ensure the vertical take-off as well as the forward flight. In
forward flight the front thrust unit is hidden inside the fuselage. In take-off and landing or when
is parked the wings can be folded to obtain a minimum foot-print.
This multi-role airframe with an innovative propulsion system provides enhanced operational
versatility, stability, scalability, handling, fuel-efficiency, payload capacity, superior performance,
reduced noise and increased safety. Other benefits are simpler mechanical construction when
compare to helicopter, multiple-redundant array of engines with independent throttling for
directional thrust and controlled vertical cushion decay to produce a soft landing. Blade-shedding
will not cause catastrophic power-loss due to the multi-propulsion ducted fun arrangement.
Aeroteq -009 as personal aircraft offers reduced footprint and consequently low safety issues
when operate in city or other similar environments.

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New aerial motorcycle with Coandă effect – Aeroteq – 010
Aeroteq – 010 is based upon a thrust unit with Coandă effect, potentially creating a vehicle with
no external moving parts, reduced vehicle aerodynamic losses compared with current VTOL
technologies and substantially creating an induced lift in static or quasi-static conditions (figure
23 and 24). Lift is created on the curved surface of a nozzle where the lower pressure regions
form.
Fig.23 Fig. 24
Circulation control by Coandă blowing over a rounded trailing edge has proven to be the most
efficient method for high lift generation. This is improved by additional means to increase the
suction on the upper surface, respectively the lift in vertical flight.
A consequence of this construction is the reduced noise because the rotors are hidden inside the
thrust unit. The Coandă thrust unit offers extremely reduced footprint and consequently low
safety issues when operate in city or other similar environments.
Conclusion
All the solutions proposed by us use thrust augmenter effects achieved by the relative position
between the thrust producing element and the wings or between the thrust producing element
and the aircraft body. These are very simple means to reduce the embarked mass (of the energy
source) or to increase the vehicle range, which are critical for electric or hybrid VTOLs. We also
proposed systems with protected rotors or propellers and reduced foot print, highly adapted to

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safety city operation. More ever, we propose several concepts having reduced development
costs comparing with General Aviation VTOLs, but which can be easy resized (for multi-
passenger’s vehicles) if they prove to have the optimum technology of the future dominant
propulsion system.
Contact: liviu.giurca@micortec.com or marketing@micortec.com