Blackbird's thrust question

[749CONNIE]

This may or may not help the discussion. Speaking from the operators point of view. In an earlier posted graph you will note a line depicting the supersonic shock wave from the tip of the spike meeting the lip of the intake as speed increases and the spike retracts. Looking three dimensionally, it is a conical shockwave forcing all the air molecules into the inlet. We are flying in around 4 mm of mercury. 70% of this supersonic air is routed around the J-58 via 6 ducts, compressed and dumped into the AB section where fuel is added then ignited. This produces 54% of the thrust. The remaining 30% of this supersonic air passes through a, internal to the inlet, shock wave and comes out subsonic. Here's where the pilots work load really starts. We refer to the bypasses as the "forward doors" and the "aft bypass". The forward doors allow air to exit external to the engine nacelle. The aft bypass take excess air off the turbine face and routes it around the J-58, internal to the nacelle, and dump it in to the AB section. The objective is to feed the J-58 14 psi of air pressure while at speed and altitude. The J-58 thinks it is at sea level on a hot day. 427*c CIT max limit. Interestingly, the J-58 is rated at max rpm - continuos, max AB - continuos. If one over pressures the turbine, you get an "unstart" of that inlet. That is to say the spike is automatically/manually driven full forward, you lose 54% of your thrust on that side and the "fun" begins as she, SR-71, hits you up the side of the head. Followed quickly by a slap to the other side of your head as the opposite side sympathetically follows suit. The worst "unstarts" are at max Q of 2.6 mach in the climb while accelerating. Obviously, bleeding air external to the nacelle creates drag and depending on OAT you want them closed. The aft bypass allows a manual selection of varying amounts of air bypassed to close the forward doors. With extremely cold temps we may,believe it or not, actually want to bleed air externally to keep the mach within desired flight planed speeds. Just to make it more interesting, the left/right inlets have no common settings. At speed this 1950s technology produced 500,000 lbs of thrust.