I am new to this board, but I see a topic of interest to me, I am looking
for 1200 HP to 1600 HP output from an engine thats not a turbofan, insert
cost of said type jet engine.  I note that that Emon Hurley built a six
rotor:

1) was it a success?
2) what HP output was achieved?
3) did Emon use two mazda engines joined with a modified,
   machined output shaft with six lobes? sans not having to
   manufacture from scratch...
4) did he have to produce new end bearings to handle the
   torque?
5) could this six rotor engine handle compounding as you have spoke of?
6) can a different number of rotors deliver 1200 to 1600 HP
   without extreme over speeding for V/STOL aircraft
   application? sans produce 1200 to 1600 HP for takeoff &
   landing...

GFCurtis Jr.

From the looks of the side port intake manifold my guess is 100 HP per
rotor max. Emon said he was serious but I don't know if it ran under full
load as I saw no dyno in his shop. He builds his own e-shaft couplings.

The p-port four rotor NA is only good for about 700 HP.
If you boost it to 1600 HP or 400 HP per rotor the e-shaft may fatigue and
break just shy of the flywheel.

The safest way is to use two three rotors or two four rotor engines with
the power combined into one larger shaft so the e-shafts will not be over
loaded. Wankel Gmbh built a four rotor using that trick.

Better yet use two props as the total prop disk area controls the static
thrust.

Any engine could be compounded.

The Mazda engines are good to about 11,000 RPM with cast iron rotors. If
you make the rotors out of BeAl alloy they would be good to almost 20,000
RPM with near twice the power. A single large diameter turbine mounted
directly on the E-shaft would be all you need to compound it. No gears. No
couplings.

Paul Lamar

I had seen the Wankel Gmbh twin engine application, why I question its use
is that I need to have much the same application as the JSF F-35B STOVL.
Where one end of the engine has a drive shaft, and the opposing end a
turbofan:

1) can the "larger shaft" illustrated in photo's coupled to the two e-shafts
of the two three/four rotor wankel engines, take the shock forces on
opposing ends coupled to helicopter type transmission or pre-rotor (sans
auto gyro) and a forward thrust producing rear shaft propeller 400 to 600
HP, while the other end a fan & ducts developing 3,000 to 4,000 lbf lift
thrust for a compound helicopter application?

2) my goal is to develop a compound helicopter application using either
Carter Aviation Slowed Rotor technology and/or Piasecki Aircraft Vectored
Thrust Ducted Propeller technology combined with my researched lift/flight
control system...

3) I would like to avoid having to exclusively use a very expensive turbofan
jet engine for civilian applications of these technologies...

GFCurtis Jr.

I think so if it is properly designed.

Paul Lamar