The proposed mechanism is based on BLDC motor technology but utilizes the equal and opposite force imparted to the stator when driving the rotor at speed. Typically, the rotor performs the work, while the stator is fixed in position, anchored to a mass of sufficient inertia to negate any freedom to spin or, as is the case with drones, stator angular momentum can be cancelled out by a similar nearby motor spinning in the opposite direction.

The attached picture file shows two similar BLDC type motors with stators joined by a rigid link. The windings of both motors can be selectively controlled by the common ESC controller. In one phase, the ESC pulses current through only the outer stator windings (far left and far right) such that the rotors accelerate in opposite directions. At the same time, opposite impulses are imparted to the stator system in the upward direction.

Stator windings are positioned to optimize this stator reactionary force, based on the vector interaction and timing of the ESC pulses. Gyroscopic feedback provides data to the ESC to maintain a balanced upward direction of the propulsion, or change its vector as required.

The force interaction between rotor and stator will have radial and tangential components. In a standard BLDC motor, coils on opposite sides of the rotor can be pulsed simultaneously to cancel out radial forces and smooth out motor operation. Likewise in this case the radial forces will cancel out leaving only tangential. The tangential forces are typically what is used to do work via rotor rotation.

In this case the rotors are not connected to any load and will quickly accelerate to maximum RPM. This is the rotor acceleration phase, which simultaneously generates thrust while storing angular kinetic energy and momentum in the mass of the spinning rotor.

With the use of additional inner windings, this reservoir of angular kinetic energy can be tapped to generate additional thrust impulses by the ESC controller. This second, deceleration phase is shown with the additional inner windings being actively pulsed to create additional system thrust, while at the same time reducing RPM down to levels offering higher efficiency/ torque.

Induced currents in the appropriate windings potentially can also be used to generate rotor retarding forces to passively reduce RPM, while at the same time generating thrust.

In this way, by alternating between phases of rotor acceleration and deceleration ESC control can maintain an optimum working range of rotor RPM while simultaneously generating a unidirectional thrust.

Some physical mechanism may be required to synchronize the 2 spinning rotors, but this does not seem beyond current technology. Switched reluctance motor designs could also be configured in a similar fashion but would not be able to utilize induced currents like BLDC based systems.