Kaveri? I doubt it.
Feel free to check. for Kaveri
“Kaveri engine has been specifically designed for Indian environment. The engine is a variable cycle-flat-rated engine in which the thrust drop due to high ambient, forward speed is well compensated by the increased turbine entry temperature at the spool Kabini altitude test speed. This concept has been already demonstrated with high temperature and pressure condition in DRDO’s High Mach Facility. Kaveri engine is controlled by Kaveri full authority digital control unit {KADECU), which has been developed and successfully demonstrated at DRDO’s test bed.”
https://www.drdo.gov.in/drdo/pub/techfocus/aug2000/Kaveri.htm
As i’m no expert in engines and technical english is a bit hard to me, i’ll give you a link about M53. Feel free to explain me
http://www.institut-strategie.fr/Moteurs_10.htm
[QUOTE] If the ATAR family is associated with the first generations of French jets and in particular the Mirage III, IV, the M53 is the engine of the Mirage 2000. However, originally it was not intended for such versatile aircraft which explains as we will see, its original and unique formula.
At the end of the 1960s, a new concept of twin-engine aircraft emerged with the idea of having to intercept supersonic transport aircraft such as the Concorde, the Tu 144 and bombers of similar performance (B1).
Snecma was therefore starting to study a new engine capable of reaching Mach 3 – 3.2, or more, by combining it with a ramjet.
Such an engine had to have a low compression ratio (<10) to avoid high compressor outlet temperatures.
This was not advantageous for low subsonic standby and partial thrust regimes, hence the idea of incorporating a limited double flow effect which also provided the benefit of cold air to ventilate the PC channel.
With a compression ratio of 10, there is no need for a double-body compressor and no need for variable displacement: a simple and economical solution. Thus was born the monocorps double flux formula of M53.
The Mach maxi requirements quickly fell back but the original M53 formula remained attractive for M = 2.2 – 2.5 by its simplicity. The reduction of the Mach made it possible to switch to an almost all-titanium engine and, of course, eliminated the cooling system for the turbine cooling air.
The M53 was intended to replace the ATAR 9K50 in the Mirage F1 single-engine “Market of the Century” then, this one having been won by the F16, the M53 was finally retained to motorize the Mirage 2000 launched in 1975.
It should be noted that the M53 was originally intended for twin-engine aircraft. The switch to the Mirage 2000 single-engine application led to two studies: an increase in thrust by changing the CoBP and the introduction of a largely analogue full authority redundant electronic regulation associated with hydromechanical back-up. This regulation gives the pilot an engine with no limiting instructions in the entire flight domain: as is the rule for Snecma engines.
The Mirage 2000’s versatility requirements have also led to one of the M53’s most original features: the variable section secondary flow regulator, which makes the M53 the first variable cycle engine ever put into service.
This system makes it possible to introduce variability in the dilution rate. When closed, it increases the engine’s specific thrust at maximum speed, especially in supersonic conditions. Open, it favours an optimisation of the Cs at partial low altitude cruising or standby speeds.
Translated with http://www.DeepL.com/Translator[/QUOTE]
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