I do understand “already existing infrastructures”, I have been to a few in the past.
I wont debate the tender issues as it is a done deal. there is no point.

The KCX procurment has been beset with many problems. There are many questions as to the way Boeing was awarded the contract, twice…..

Does it’s history make a difference, and make it more attractive to visit? Can the same be said about XM135 at Duxford?

Yeah, MMPP Salyut’s AL-31F-M3 was the rival to NPO Saturn’s ‘117’ for the T-50 prototypes. Salyut was incensed that their product lost the tender despite having the superior product 3LP (BLISK); 6HP rated @ 15.2T.

Are these the pressure ratio’s of the LP and HP compressors?

Kinetic heating has always been a major limiting factor in high supersonic regimes. That and the fuel used.
There was research into the reduction of the heating by the use of unconventional insulation. I haven’t seen much info on that for a number of years.

Thankyou for your answer Mig-31.
1. When I am instructing technicians I ask a few basic theory questions to gauge their technical grounding. I am looking for their understanding of the physics.
2. SFC is always a ratio, in this case as you say lb/lb, you were vague and I wished clarification. Throwing terms around are all very well but maybe not everyone understands it. Take afterburning for instance, I call it reheat just like RR but you can also call it thrust augmentation, that as a term is also used to describe means other than reheat to increase thrust.
3. You are correct, if the air enters the engine at supersonic speed it doesn’t work too well, but why?

4. As I see it, you come over as someone who is very knowledgeable about how a/c fly, perform aerobatics and microwave the opponents. Also how long they use various functions. I asked about reheat because, although it does give a good boost when needed, the conditions in the pipe are very harsh. The engineers who design and build these systems have had to deal with some really strange problems. Typical examples being; sealing, modulation, ignition, insulation, suspension, flame control and of course harmonics. The answers I have seen here are obviously Wiki readings where it is stated that the pressure increases when reheat is engaged. That is incorrect. The pressure does not, cannot increase significantly otherwise the engine would stall/surge.
I would still like to see an answer over point 3 from you. After all you do know an awful lot don’t you?

no it isnt , far from that , especially when you dont even understand the basic

obviously more credible than amateur like you

Like military Intelligence, these are a contradiction in terms.
I asked you basic questions about propulsion. Your answers are significant. Poor, lacking in basic schooling and incorrect.
On the positive side, you are very adept at Googling, Wiki research and cut/paste. Understanding that information however, is very vague.
Here is something for you to cut & paste if someone asks you how an aeroplane flies.[ATTACH=CONFIG]239510[/ATTACH]

On most real life engines, entire afterburner is designed to be inside the choked flow it causes, so that increasing combustion pressure will increase the afterburner efficiency. When this high pressure air enters into divergent nozzle, ideally pressure should equalise with ambient, and all excess pressure would be converted to increasing exhaust velocity.

Combustion in a gas turbine engine is a constant pressure cycle.
If you look properly at the Lightning nozzle you will see it is convergent. The Avon was fitted with a con-di nozzle and put into two a/c. A Mirage III for tests and a Bristol 188 for high speed research.
The gas velocity in the Avon 300 series (I assume that’s the one you mean due to the 68Kg/s) reheat pipe was max Mn 0.332. The thrust nozzle would accelerate it further. The compressor delivery pressure was limited to 140 psig to prevent overstressing.
Btw, define Mach.