You asked for it. 
Slowrotor,
Some rambling comments;
Your post implies that the final objective is vertical takeoffs and landings. Should this be the case, then 'VTOL' will be a 'must' on your list of design objectives, IMHO.
You mention 'safety' and 'ultralight' so these will be high on this list. Other objectives such as low cost, ease of piloting, simple maintenance, etc. may also be close to the top of the list.
It can be shown that a small STOL craft is equal to or superior to a comparable Gyrocopter in all categories, but, you want eventual VTOL.
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A bit of musing about temporarily stored energy;
The engine converts stored energy from gasoline to inertia. The wing and the rotor then convert stored energy from inertia to lift.
The wings of the airplane and the blades of the rotorcraft are functionally identical.
Before takeoff, the wings and the blades both require the engine to provide them with inertia. At takeoff, this 'developed inertia' is combined with the continuing engine power and an increase of the airfoils' pitch.
Power-on and power-off landing are also functionally similar, in that some of the previously developed inertia is consumed just before the touchdown.
Two major differences are;
~ The airfoils on the airplane are going in a straight line whereas the airfoils on the rotorcraft are going in circles. This results in the rotorcraft's L/D being less efficient.
~ The 'stored' inertia of the airplane is much higher because it is based on the total weight of the loaded craft not just the weight of the blades. Upon the loss of engine, it means a slower transition into stall.
A rambling about a concept;
It would be a significant advantage for STOL aircraft and for rotorcraft, if there was a simple, low cost and low weight means of storing more energy in this zone between the engine and the wing or rotor.
How about;
Use the engine to convert some stored energy from gasoline to compressed air BEFORE takeoff. Store the compressed air in a very strong but very lightweight carbon filament wound cylinder.
For the STOL aircraft;
Three or four strategically located air jets are located about the craft.
All air jets have vertical thrust only.
On takeoff and on landing (with or without engine), they contribute a short duration of lift and flight-control for VTOL.
For the rotorcraft;
A Roots type compressor/air-motor is located in the power train.
During warm-up the Roots loads air into the cylinder.
The rotors do not have a conventional collective. What they have is a torque-pitch coupling.
If the engine were to fail, the loss of torque will lower the blade pitch for autorotation.
Controlled releasing of the air from the tank into the Roots will apply torque and thereby immediately increase collective pitch.
In addition, this air is contributing to the rotation of the rotors.
The rotorcraft will require twin rigid rotors, of course.
