Lyman,
PW did not "solve" anything by routing bleed to the ejector, neither do they create a ramjet.
You do a great disservice to Pratt, Whitney (and the ampersand) by denigrating the J58 with terms that imply it is a ramjet. it simply is not.
Frankly, the six bleed ducts are superchargers, the pressure is created mechanically, something a ramjet does NOT do. Any additive pressure to the gas path that is created mechanically is not RAM. By definiton.
You just don't get it yet, do you?
There is much information on the internet about this subject, if you would only search and find it.
Start by reading this beginning on Pg.2 and continuing to Pg.4:
http://www.bobabernethy.com/pdfs/Nev...0of%20P&W3.pdf
So if you want to take issue with the P&W guy who recognized the problem, developed the solution idea (Bleed Tubes), and patented it, be my guest. I am sure you will, holding true to form.
If you are still having trouble understanding,
Then,
From the USAF, Hill Air Force Base:
The variable-geometry inlets for the engines were quite complex and intricate. The most prominent feature was a hydraulically-actuated conical spike which was automatically moved forward or aft by the Air Inlet Computer as required to keep the supersonic shockwave properly positioned in relation to the inlet throat. Working in conjunction with a series of bypass ducts and doors, the spike prevented supersonic air from entering the inlet and maintained a steady flow of subsonic air for the engine. At Mach 3.2 cruise the inlet system itself actually provided 80 percent of the thrust and the engine only 20 percent, making the J58 in reality a turbo-ramjet engine.
Also,
From Aircraft Engine Design:
Turbojet/Ramjet Combined Cycle Engine
The J58 operates as an afterburning turbojet engine until it reaches high Mach when the six large tubes (Fig. 13a) bypass flow to the afterburner. When these tubes are in use, the compressor, burner, and turbine of the turbojet are essentially bypassed and the engine operates as a ramjet with the afterburner acting as the ramjet's burner.
And,
From Aerostories
Mach numbers the new engine would be unable to cope with the volume of air coming through the air-intakes. This would result in compressor stalling with accompanying loss of efficiency and thrust at high speeds. Pratt & Whitney therefore modified their JT-11 by installing a series of fixed flow-vanes downstream of the 4th compressor stage, which directed the surplus airflow along six longitudinal jet pipes running along the engine casing. The surplus was then carried straight to the afterburner chamber serving to cool the burners, whilst enriching the mixture; so enabling higher combustion temperatures or increased thrust.
TD