## 1 Introduction
Only the acceleration-free reference systems remain free of these additional forces by definition, which are called inertial reference systems. At first, the physics of the 19 th century taught that these forces were not natural (real) forces but so-called pseudo forces that appeared in mathematical coordinate transformations. Referring to centrifugal forces, which are particularly important in this work, it was said that centrifugal forces are internal reactions that occur during rotation. The total momentum of the system cannot be changed by the internal forces of the system. Thus, if no external forces act on the system and also system energy remains constant, then, according to the law of conservation of momentum, the total momentum of the system remains constant. This would mean here that inertial propulsion forces could not occur. An inertial propulsion device would not be technically useful. However, current physics tends to consider this strict distinction between internal and external forces as incorrect and recognizes that, for example, centrifugal forces are not only apparent but can also cause devastating destruction in rotating systems [17]. Examples from practical mechanical engineering are rotor cracks that occur at high rotation speeds and from experimental atomic physics: atomic collisions with angular momentum transfer, where the strong force of the atomic nuclei is overcome by centrifugal forces. Currently, theoretical physics cannot assign these dynamic effects of pseudo forces to the four fundamental force interactions, nor can they be derived from the general theory of relativity. Therefore, in compliance with current physics and for engineering considerations, we will treat centrifugal forces like real physical forces in this paper. This is not only due to the fact that the centrifugal \"pseudoforce\" can break steel rotors, but we also have evidence that this force can accelerate rotor masses and propel vehicles if its magnitude and spatial direction are strictly controlled. To achieve such real vehicle propulsion, the rotating centrifugal force must be converted into directed centrifugal force. This conversion is achieved through pulse amplitude modulation, which must be performed strictly synchronously with rotor rotation. By doing this, directed centrifugal force will produce a directed acceleration of the rotor. Thus, the rotational energy of the disc is converted into translational energy, leading to the directed translational acceleration of the vehicle by utilizing the starting energy or starting angular momentum of the disc. We will clarify this through mathematics in the following chapters of the paper. The final falsification of this assumption must be reserved for later experiments. The paper is structured as follows: In Section 2, we present a first-order theory as the basis for our subsequent analysis. In Section 3, we derive energy conversion formulas, which will allow us in Section 4 to make rough estimates of the flight performance of propulsion systems. Next, in Section 5, we discuss the ability of inertial-driven UAVs in terms of maneuverability and levitation. Sections 6 and 7 cover the need for precise control in activating and deactivating rotor unbalances, as well as the use of high-strength rotor materials. Finally, our conclusions on the pulsed propulsion of UAVs are presented in Section 8.