As for your question. Reheat is related to “engine” part and has no direct relation to nozzle. Its just another method of increasing air pressure at the engine outlet.

When you see nozzles “expand” or “contract” on modern aircraft. They don’t simply get bigger or smaller. They also change their internal geometry and nozzles switch between Convergent-divergent and convergent-only geometries to meet pressure and velocity conditions of engine, and the environment.

The pressure does not rise to increase the thrust. If it did it would move forwards and rearwards. The air moving forwards in the engine would stagnate the gas-flow causing stall and eventually surge. The nozzle expands or contracts the nozzle area, and it does so to meet pressure and velocity conditions. That is normally modulated by turbine pressure. A convergent nozzle accelerating the gas-flow to Mn 1.0 still propels the aircraft to Mn 2.27. That might be an old fashioned Lightning, but the physics remains the same. So, how does reheat increase the thrust? Define the term choked flow.

And if you have only a convergent nozzle, how do you increase the thrust with reheat?

T=M x Delta V………………….
How does the reheat increase the thrust?

Shame the B1K at Duxford is such a state – probably got more FI left, Sapphires ( J65 ) may be better supported by OEM………..

It has suffered a fair bit of corrosion due to being stood outside for so long. Are the structural components available? There have been so many scrapped since their retirement.

Wittering?

A look at all the systems fitted to the Vulcan/Victor compared to some ‘new’ systems fitted to modern civil aircraft might be educational.

The VC10 has a better intake than the Victor. The intakes, especially the outboard are too small on the Victor. We were restricted when running both engines on one side. Running the inboard engine to max or slam checks, then the outboard had to run at 85% at least. Stress/strain testing by RR in the early ’80’s revealed the strain on the zero stages was too great. After that we were only allowed to groud-run with the nose directly into wind and take-offs were a rolling acceleration of the engines. I agree with you on the ‘Vicky Swish’ their only restriction now is the amount of noise they make…

That might be true, but the conversions were not as HP wanted to do. There were more repairs and beefing up because of the low-level operations before. Not everything was well documented or spares were made for. When we ran into a number of problems over the years and we phoned Woodford, we often heard them say, “oh yeah, we know about that”…..