Ah. A very eloquent sermon on the "Musharraf " problems, especially a choked oneThe controlling constriction is really at the other end ....
....There is a fatwa relating this mass flow rate to the pressure and temperature ahead of the turbine. It basically says that as as pressure goes up, max flow rate goes up (same as with musharraf) but as temperature goes up, max flow rate goes down as square root of temperature. This is not terribly important to the above discussion



Luckily, this Jehaj wont have this particular problem. It has a fully wing shielded inlet and will see subsonic flow at all design speeds.Anyway these doors are needed. As the aircraft goes through transonic speeds, there is a thing called "starting" of the inlet ..
Shivji, one more thing I should have added (the answer "no problem, all mapped to ISA can be confusing). Yes, the thrust will decay with altitude. The max total thrust of a jet engine will be at sea level at zero forward speed (static thrust) and this is what all engines are specified at ISA. Now at altitude, the total thrust developed by the engine will be much less (air is less dense), and anway drag is much less as well, so you keep flying fast at high altitude with a less thrust.Thanks all for the patient explanations
For eg, if the Kaveri developed 50KN thrust at altitude, the IAF would absolutely immediately, pronto, fat-a-fat,right away, move heaven and earth and install that engine on the LCA and anything that they can lay their hands on. With that kind of thing, it can accelerate like a rocket!
However stuff like max revolutions, the engine pressure ratios and TET do remain constant (at sea level and at altitude) and are the constraints around which the engine is developed ..
A rocket on the other hand works best in vaccuum, unlike a jet..