# Jetoptera Redefining Flight Through Bladeless Propulsion ## Elevator pitch We are revolutionizing aircraft propulsion with Fluidic Propulsive System technologies that will make Air Mobility quieter, safer, faster, and the flying car a reality. - Canonical URL: https://wefunder.com/jetoptera - Entity ID: wefunder:company:80737 - Last updated: 2026-06-08T02:34:52Z - Generated at: 2026-06-08T02:54:39Z ## Quick facts - Pioneering a first-of-its-kind jet propulsion solution using fluidics - 189 patents granted with 100+ pending - $6.1M+ in total revenue from commercial & military contracts - $22M invested in research and development - Prototypes in flight: J-55 UAV today and soon, J-500 Cargo VTOL - 2-3X faster and 30dB quieter than helicopters and electric vertical & takeoff aircraft - Leadership from GE Aviation, Collins Aerospace, US Marine Corps, & Morgan Stanley - Tackling a $1T opportunity in Advanced Air Mobility - a rapidly developing sector in aviation ## Active fundraises - wefunder:fundraise:150205: 4(a)(6) successful (USD) - wefunder:fundraise:150204: 4(a)(6) open (USD) - wefunder:fundraise:82996: 4(a)(6) successful (USD) - wefunder:fundraise:82997: 4(a)(6) successful (USD) - wefunder:fundraise:61447: 506(c) successful (USD) - wefunder:fundraise:43162: 4(a)(6) successful (USD) - wefunder:fundraise:43169: 4(a)(6) successful (USD) ## Story Jetoptera is an aerospace company pioneering breakthrough aircraft and propulsion technology to lead the $1 trillion advanced air mobility revolution.By removing noisy rotors and spinning propellers, our bladeless Fluidic Propulsive System® (FPS®) delivers the speed and efficiency of a jet with the vertical freedom of a helicopter - without the noise. As a result, our aircraft can go where others have never gone before, expanding the world of aerial mobility as we know it.Our technology is already in flight, supported by commercial and defense contracts totaling more than $6 million in revenue and 189 granted patents. We are raising to accelerate the development and certification of our technology, turning years of proven in-flight and defense-backed validation into commercial products ready for the global market.Legacy vertical flight aircraft depend on large, exposed rotors. They’re loud, hazardous in tight spaces, complex to maintain, and fundamentally speed-limited.The world needs vertical flight that is quiet enough for cities, safe around people and infrastructure, fast enough for regional trips, and flexible enough to adopt both today’s and tomorrow’s fuels.At Jetoptera, we ‘re building a new class of aircraft around bladeless propulsion. Our Fluidic Propulsive System® (FPS®) replaces spinning propellers with a jet stream of pure, accelerated airflow, transforming how thrust and lift are generated.Because FPS® uses air rather than rotating metal, it is lighter, safer, and far less complex than traditional propulsion. Our system produces minimal vibration and noise, and allows the entire airframe to function in aerodynamic synergy with the propulsor.We expand where aircraft can operate and what they can do. Because we don’t rely on battery technology, our system delivers more power, flies longer between maintenance, and costs much less to operate than hybrid or electric aircraft.These advantages combined with the lack of noisy and dangerous rotors mean we can fly where others can’t: closer to hospitals and schools, into smaller landing zones, above wildlife corridors, and from city-to-city at jet-class cruise without a runway.We’re adapting our FPS® to a range of aircraft from powered parafoils to high-speed vertical take-off and landing (HSVTOL) for military applications to air taxis.We’ve earned trust across commercial and defense programs, including collaborations with Pratt & Whitney, Van Der Lee, and multiple U.S. Department of War agencies.We’ve been awarded seven U.S. military contracts totaling $3.3M+ to date. We’re proud to be sponsored by the US Special Operations Command and Air Force Special Operations Command, as well as to have received the 2022 HSVTOL Contract from AFWERX, the innovation arm of the Department Air Force (one of 11 funded from more than 200 entrants).We’ve proven market demand, government confidence, and independent validation of our technology.At the 2025 Paris Air Show, we publicly demonstrated our flagship turbocompressor, the compact jet engine that powers our FPS®. This demonstration confirmed stable operation, consistent thrust, and seamless integration between the engine and the fluidic nozzles – ultimately proving that we’re ready for commercial development.In addition, Jetoptera has secured protection for every major aspect of its propulsion and aircraft design, creating one of the strongest intellectual property portfolios in advanced aviation.Jetoptera was dreamed up by a team of industry vets and aviation enthusiasts - and together we are making our dreams come true. Our team has decades of experience with the most notable aerospace, military, and finance organizations including GE, L-3 Wescam, Collins Aerospace, Textron Systems, US Marine Corps, and Morgan Stanley.We have the track record of building - and flying! - unmanned and manned aircraft, and the experience required to bring a revolutionary flying concept to the mass market.By bringing game changing innovation to aviation AND significantly expanding the use cases of aircraft, we are disrupting four key multi-billion dollar segments: general aviation, commercial drones, military applications, and helicopters.Currently the combined market across these segments is valued at $105B based primarily on physical sales of aircraft. By 2040, the advanced air mobility market is projected to grow 10x to $1T with the addition of new hardware, software, and services for the shared mobility, airline, transport/logistics, and military industries.New FAA rules are also paving the way for growth. One set will soon allow larger drones to fly beyond the pilot’s line of sight without special approval, and another will enable Jetoptera’s two-seat and four-seat aircraft to be sold to private owners for recreation and testing. These changes make it easier for Jetoptera to generate revenue and build flight experience as we move toward certification.With a gigantic market opportunity and FAA rules serving as tailwinds, we are at a pivotal stage of growth — moving from proven technology to commercial execution. We’ve already identified the right subcontractors and components for this next phase of growth, proven our turbocompressor can scale, and successfully tested the pneumatics and larger thruster design first envisioned in 2019.We have invested $22M into R&D and generated $6.1M+ in commercial and defense revenue to date. This next round of funding will enable us to further commercialize our J-500 cargo drone while advancing engineering on the J-2000, our first passenger aircraft (equivalent to a 2-seat Ferrari) targeted for commercialization in 2027, and then scale significantly from there.By 2031, we anticipate revenue to near $2B from four main sources:Cargo drones for commercial and military useCommercial and personal mobilityMedevacFluidic Propulsion Technology ComponentsCommercial air-mobility firms can reach multi-billion dollar valuations.The advanced air mobility sector is already attracting multi-billion-dollar valuations and strategic investment from the world’s largest aerospace players.Jetoptera’s Fluidic Propulsive System® (FPS®) delivers a fundamentally more efficient, quieter, and scalable alternative to existing electric and hybrid VTOL technologies. With proven defense traction and a clear path to commercialization, Jetoptera is positioned to become the next major success story in this fast-growing trillion-dollar market.[Forward looking projections cannot be guaranteed].For a century, flight has been powered by spinning blades. We are ending that era.We’ve proven that our bladeless propulsion works: it’s faster, quieter, and more efficient than any vehicle flying today. Our aircraft are opening new airspace for healthcare, logistics, emergency response, and everyday travel.Now, we’re ready to scale. Your investment accelerates the leap from prototype to production, from demonstration to global adoption. Be part of the team that ends the rotor age and launches the era of bladeless flight.Invest in Jetoptera: Help us redefine flight so it’s faster, quieter, cleaner, and freer than ever before. ## FAQ 1. **Hi Andrei, I am new to this field. So, please excuse my somewhat dumb questions. 1) How does your system's fuel efficiency compare to Otto Celera 500L? (https://www.ottoaviation.com/celera-500l) 2) How does your system operate in bad weather conditions like rain, storm, thunde...** - Hi John, these are all great questions; 1) long term we plan to use a recuperated turbine, see for example what the guys at Turbotech (https://www.turbotech-aero.com/solutions) do, or a high pressure ratio turbine like the CT7 from GE for larger systems; that means it will be almost as efficient as a piston engine (such as the Otto Celera's) BUT about 60% of an equivalent piston engine's weight (on power basis), and 5x the life. And remember, no propellers means 10-20 decibels quieter! 2) our... 2. **Hi. I see you did an equity crowdfunding on Microventures in February last year. What valuation was that based on? Thank you.** - Hale, we will disclose that in our filing. It was a convertible structure with a relatively small raise 3. **Nice concept... What specifically are the early bird terms? Wefunder shows a 125M pre-money valuation with no reduction in valuation for early bird terms.** - We will be offering warrant coverage - the right to invest up to an additional 2x your original amount on the same terms with a 3-year warrant life. Wefunder is working on a field to allow us to describe this. 4. **Hi Simina, thanks for the information on the early bird terms.** - You are welcome 5. **Does the company plan to sell these aircraft to the general public? If so, what training/licensing is anticipated to own and fly one of these aircraft? What are the anticipated purchase prices of the various aircraft? I think these aircraft are absolutely fascinating.** - Hi Gary, yes we intend to offer them also as certified aircraft for General Aviation. As you probably noticed, one thing that distinguishes us from the competitors is that we have a risk abatement approach involving lots of unmanned flights before introducing the manned platforms - this will give us significant data to reduce risks and facilitate certification. In fact, we are one of the few UAM companies that will start with unmanned platforms and offer both unmanned (first) and manned. Our ... ## Team - Andrei Tristan Evulet (CEO/CTO/Co-Founder) - Simina Farcasiu (CFO and Co-Founder) - Todd E Newton (Vice President of Business Development) - Denis Dancanet (Chairman of the Board of Directors and Co-Founder) ## Recent posts - Taking flight ✈️ We’re a most-raised campaign! (2024-03-27T21:23:09Z) - Join our final investor webinar! And we’re “trending” ✈️ (2024-03-20T22:49:28Z) - Round Update: CLOSING SOON! (2024-03-14T21:19:23Z) - We’re featured in “Where is my flying car?”! (2024-03-12T15:21:48Z) - Highlights from Verticon 2024 (2024-03-07T13:20:44Z) - We’ve raised over $1,500,000! 🎉 (2024-02-28T17:45:59Z) - The soaring use of business jets (2024-02-07T17:23:29Z) - What sets Jetoptera apart from Joby & others? (2024-01-31T23:46:43Z) - A Market Ready for Takeoff (2023-11-16T17:34:26Z) - Join us for an Investor Webinar 💻 (2023-11-15T17:23:14Z) - Andrei joins Supertrends as their Aviation Expert! (2023-10-25T16:13:31Z) - Jetoptera in the news! (2021-09-07T14:25:36Z) - Pilots seem to like us! (2021-05-18T20:11:50Z) ## Q&A - Q: Hi Andrei, thanks for the information. I look forward to the updates on Jetoptera as you and your team accomplish it’s objectives. - A: You are welcome, Gary - we will keep you posted! - Q: Hello, given that one potential market you identified is intra-city urban air mobility (air-taxis), my question regards close urban area use. Have you tested your models operational capacity in enclosed/tight areas, as opposed to open fields as shown in your video posted? Am concerned that issues like "settling with power", downdraft, uplift, etc, may affect. (That is, unless you really have created a real world version of The Dark Knight's "Bat"?) But also, there's only one solo "Bat" (flying around), so have you tested airflows and operability when groups of operating "taxis" are/will be clustered together? Thank you. - A: Hello Kim - Thank you- all great questions!. We have not yet looked at formation or tight spaces VTOL but we now have significant experimental data to calibrate our models. We are focusing first on open spaces and VTOL with regional, inter-city and airport to airport + airport to suburbs operations, markets currently served by helicopters, light and medium sized. Our landing zone will be less than 40% of that of a equivalent helicopter and our use of FPS with the flaps and wings allows excellent, smooth controls of the attitude, as experimental data suggests. Adding clusters of air taxis will be straightforward to analyze and figure out. We also think that getting certified to fly in closed spaces will be tougher and more of a first responder niche of the market. - Q: Andrei, could you comment on the recent announcement by Joby of their a deal with Dubai that gives Joby the exclusive right to operate air taxis there for six years? Initial operations are planned for 2025. The deal provides them with infrastructure for operations. Do you think they will receive the necessary certifications for safe flight? Will the agreement to operate "air taxis" exclusively interfere with Jetoptera operating other categories of air travel in Dubai? In other words, are they shutting you out from manned flight with this deal? It looks like they are poised to make 10 minute hops from the airport. It's still a big deal if they pull it off. It's a frightful looking thing. Short interest in the stock is quite high, so informed investors are not drinking the kool aid. Nick - A: hi Nick - We like Dubai’s openness to VTOL and will watch this development with interest. Joby’s aircraft will either work or not; in our opinion the aircraft is very limited in range (7-10 times shorter than our technology) even for the advertised 10 min ride from Dubai International to Palm Jumeirah and back. For a distance of only 20 km in straight line and over the city there is very little chance to minimize power consumption as Joby’s aircraft will operate more as a helicopter than a plane, i.e. very inefficiently. The advertised 10-minute ride doesn’t allow optimal cruise conditions (we wonder if reaching 100 mph is even possible given the mission) on these routes that in fact take 25 minutes by car for a distance of only 30 km on the road. Due to limitations on battery technology this remains extremely challenging to make sustainable and without any reserves. We shared our safety-related concerns in our prior update. We have doubts about the timeline to introduction as well, as Volocopter and eHang stated very similar ambitions in 2017. We are looking forward to executing in our plan for useful UAVs based on our J-500 technology and going on to demonstrate the capabilities of the J-2000 and J-4000 for manned flight. We believe there are significant opportunities for aircraft with our projected range and payload, which are considerably bigger than for eVTOL craft, so there is no way to “shut us out” of that space. - Q: Hello, Wefunder page shows a $2m goal. Is this the total amount you're trying to raise, or the "first goal" amount for early bird terms? You answered a prior question on early bird that Wefunder page is/should be showing warrants for 2x invested amount -- but there's still no update there. What is your quota/cut off for early bird terms? Or is it that everyone who invests up to the $2/$10 million goal will be eligible for 2x warrants? - A: Hi Kim- Our $2mm goal is the amount we are trying to raise. The early bird terms (2x warrants) are for the first $100k that closes. The Wefunder page is not quite configured properly yet; they are working on it. - Q: Looks interesting. Confused by the platform ... don't see any financials, cap table, etc. Where do I find these?Thanks - A: Sev- we have not yet filed form C for this offering. Our latest C-AR submission can be found here https://www.sec.gov/Archives/edgar/data/1708246/000121390021023953/0001213900-21-023953-index.htm - A: update- Sev- we have now filed form C with audited financials. - Q: Hello Andrei. Have a limited knowledge in fluid dynamics and jet propulsion I don't believe there is any way an induction fan can generate the required thrust that your design would require. I saw your videos that came out about 2 or 3 years ago. Then you went dark. What has change since then. Ty. - A: Hi Hobson. Thanks for your note. We have actual flight tests and data that prove that we can generate the thrust required by our design. Part of the beauty and innovation of our FPS system is thrust augmentation. We share much of that on our website, but not all. Here’s why. We are obtaining patents on all our critical patentable technology but we also carefully protect all our trade secrets where patent protection is not available. So, in some cases, we simply cannot show any material (video or other). We did keep some key developments quiet, flying under the radar for a while between 2015 and 2018, published some limited videos in 2018 and have since perfected our performance quite a bit and had several awards (there are a dozen exciting announcements on our news webpage between 2019 and today). To-date, our experimental data gives us excellent confidence we will generate propulsion systems enough to support at least 20,000 lbs VTOL aircraft and at least 50,000 lbs for conventional take-off and landing aircraft, not to mention other adjacent, very exciting applications of our tech in existing and developing markets. Obviously, we don't publish all we do and never will ;-) what we can publish, we share. (Speaking of which, two VERY exciting announcements coming up over the next few weeks, so stay tuned.) - Q: Cities/ current human habitats are not designed for flying cars, i.e. how do you intend to tackle the lack of infrastruction that supports flying cars in bulk amount? - A: Hi Jalal - our unique, patented technology is better in a number of categories: safety, noise, compactness and lack of exposed rotors and speed. All these elements are enabling us to land and take off vertically from places without infrastructure, the so called "unprepared surfaces". I agree with you that the cities infrastructure doesn't exist for multi-rotor propelled "flying cars", which really constitute 99% of the solutions offered by others. For Jetoptera, however, the advantage of our propulsion technology exists and it is real. While I agree that the cities may not offer the infrastructure needed for urban air taxis market right away, the Regional Air Mobility (RAM) transport market (up to 500 miles, one way) is very real and will become a reality long before the former. That type of infrastructure exists for regional air transport as described in a recent NASA study; they state that "America is home to over 5,000 airports available for public use, yet only 30 of these airports serve over 70% of all travelers. Despite this vast network of airports, the majority are underutilized due to air transportation services that have trended towards consolidation by putting more people into fewer, larger aircraft on well-traveled routes." (https://ntrs.nasa.gov/citations/20210014033) - Q: Can you characterize the thrust to weight ratio of your system relative to rotary wing VTOL, fixed wing VTOL, and/or conventional fixed wing jet systems? - A: Hi Dan. Excellent question! because we use a turbo compressor, we are slightly better than any turboprop. First of all a turboprop requires a reduction gear which is extremely heavy and involves lubrication (so a sump, pump, cooler, etc.) and usually has a lot of moving gears. We don’t need that, we drive a compressor directly from the second shaft (or same shaft if a single shaft machine like an APU is used). All our anticipated turbines can provide the shaft RPM and power needed for FPS without the need of a gear! A centrifugal compressor is much lighter than a reduction gear and requires less lubrication. Examples include turbocharge compressors for instance. So we start at an advantage vs turboprop or turbo rotor (rotary wing). Second, we are operating our compressor at mild pressure ratios, so the entire conduit taking the compressed air to thrusters and the thrusters themselves can be made of ultralight material such as Aluminum alloys and in some cases, carbon reinforced polymers. Their weight is minuscule compared to the entire system. For piston driven propellers/rotors our weight for same thrust is half (50%). Remember that for a turbofan (what you call “fixed wing jet”) the turbofan’s second shaft assembly alone is 40% of the weight of the engine, plus casings, lubrication, etc. For us that ratio drops to 25% because of simplicity. So for up to 5000 LBF rated turbofans we anticipate a 30-35% less weight with FPS at same static thrust. When we use a recuperated turbine, these numbers are diluted by about 20% of weight, due to recuperator weight addition, but that will slash 30% of fuel consumption so it is worth it. We will still be lighter than anything else and our fuel consumption will be similar to piston engines’ level! It’s fair to say that we are the lightest and straightest path from energy to propulsion, except for turbojets. - Q: Having watched some videos of your test flights, I must say I am thoroughly amazed! Your prototypes flew so marvelously well! And they flew fast! And J55 flew almost vertically up in one part of the video - like a fighter jet. In your material, you mentioned that you want to be in propulsion business and not in airplane design/manufacturing business. Have any light airplane manufacturers shown interest in partnering with you and utilizing your propulsion system? - A: Hi John, for the past six years we have tested the airframe in various conditions from wind tunnel to low and high speed flight and maneuvers you would never see other aircraft do... and we are very happy with its performance. We want to do both, our complete solution (J-series and other platforms involving airframe well integrated with FPS) but we are going to offer others our propulsion system for retrofits or for new aircraft. Yes, we have been contacted by quite a few very well established - leaders in light airplane manufacturing - to discuss retrofits and alternatives to get rid of propellers. We've actually been approached by many and not all from the General Aviation sector. The potential is massive! - Q: Can you please explain the valuation? - A: Tal, we will be filing our Form C with more detail but we believe the valuation is consistent with what we believe our revenue and growth prospects to be. In general, I would look at our future revenue assumptions (for example slides 13-15 in the deck) and apply a market multiple - bracketing us between a Boeing (2.4x enterprise value to sales) and a Tesla (11.5x enterprise value to sales). The multiple itself should be relatable to company growth prospects. Then discount back from, or rather take a fraction of, that revenue-based future value to get a valuation today. - Q: Andrei, could you share with us any highlights or milestones met from your Preliminary Design Review of the FPS? Also, in your test flights of the airframe, as well as the MatLab simulations, is the weight of the turbocompressor, as distributed in the frame, accounted for? Given this final opportunity to increase investment, in the absence of an actual demo flight with FPS, I would be encouraged by additional information. Thank you. - A: Hi Nicholas Our awesome team and approach resulted in a successful FPS PDR which has provided clear solutions for what may well be the lightest possible VTOL propulsor - we are looking at around less than 35% of the maximum weight of the aircraft (a hybrid electric cargo VTOL competitor is at about 55% weight of propulsion to their maximum weight, according to our estimates). This shows the exceptional power density of the turboshaft engines we are developing - we can put more payload and fuel onboard. We are working with an aviation powerhouse company that has been in the news recently with several unique aircraft built and flown in record time (details coming up soon!) Some highlights: we have a very clear path forward to the integration of the turbocompressors into well designed, pneumatic distribution system, with the smallest possible losses across the conduits; a validated core turbine engine at the intended power, which was fired for over 100 hours, and a validated (calibrated with experimental data from the wind tunnel) CFD of the FPS. When we do Matlab simulations we account for all the weights and including the fuel consumption, which needs to be included for the range calculation (battery powered eVTOLs stay at constant weight). We have a very clear definition of all the groups - and their weights are accounted for and there are opportunities to further reduce the weight. The FPS system will be tested and validated first after the Critical Design Review, which is coming up fast (in about 1 month). - Q: Hi, When I look at the topic Energy Density on your website it's obvious that the current Li-ion batteries are far too heavy for these lightweight devices, so jetfuel will have to do the job for now. Is a hydrogen fuel cell a possible green alternative? Any other possibilities? - A: Hello Olivier. Great observation and great question! The quickest thing to become greener is the introduction of SAF - and this will happen on a massive scale for Aviation over the next decade, so the good news is infrastructure will be ready and its price will come down. We are also planning to use recuperated gas turbines for reducing up to 30% of the fuel consumption- conversely cutting emissions as well. We would love to use a fuel cell that can drive our electric compressor and reduce emissions as well but the fundamental, physics-based reality is that fuel cells scale up by surface (so their volume will be too large to accomodate on an aircraft, as compared to a turbine which scales by volume, not surface); if, say, you need a 1MW powerplant to lift a VTOL aircraft, such a fuel cell would be simply too large to accomodate onboard, not to mention the issues related to maintenance, etc. the other issue is hydrogen storage- it would be a massive volume increase and make the entire system less feasible. I encourage you to check out the size of a 1MW fuel cell and its mass- for a ground based powergeneration unit. It is the size of a small building! Companies who promote these fuel cell systems for Aviation Propulsion systems, have a very tough road ahead, I have seen the challenges first hand while working at a large OEM R&D center, where fuel cells were “going to be the future (ground based, not even flying!)”; the quickest path from fuel to thrust is really our FPS powered by a turbo-compressor. Another better option is to burn H2 in a turbine to drive a compressor. I’ve done it before - very doable and carbon free, provided the hydrogen fuel is cheaply produced. - Q: Hi Andrei, I know that materials that are light-weight, strong and heat-resistant are very important in aeronautics industry and also to your company. Have you heard of a company called BNNano (https://www.bnnano.com/)? Their Boron Nitride NanoBarb™ can enhance strength and heat-resistance of materials including aluminum, copper, steel, polymer, etc. They were awarded in 2020 a Cooperative Research and Development Agreement (CRADA) with US Naval Postgraduate School. I know you and your team are busy with your timeline and roadmap, but when you have some time in your busy schedule, you may want to take a look at this company. This is for the future, but could be of interest to you. -John Hwung - A: Thanks for the tip, John, will take a look at it. -Andrei - Q: Hi. I see you did an equity crowdfunding on Microventures in February last year. What valuation was that based on? Thank you. - A: Hale, we will disclose that in our filing. It was a convertible structure with a relatively small raise - Q: Andrei, thank you (again as usual) for your thoughtful and thorough reply to my questions. This is encouraging (and exciting) feedback. What is the CFD you refer to in your answer? Thanks again, Nick Kouros - A: CFD=Computational Fluid Dynamics - ability to model the flow and predict thrust, flow fields, temperatures etc. Very useful as design or optimization tool!