You're right, most turbine engines generally don't have variable pitch compressor rotors, although variable compressor stators aren't unheard of. While you could feather (which is to say, angle them to a high enough pitch so that they face edge-on into the airflow, contributing neither thrust nor drag, reference multi-engine propeller driven aircraft) the compressor blades in that first engine section, a more practical solution for high speed flight would be to simply bypass it completely. Looking back at the first Master File book (simultaneously a blessing and a curse, those seem to be), that funny "RAM/SCLAM jet mode" illustration on page 080 seems to illustrate just that. It's not apparent from the illustrations, but I'd guess that the intake covers are closed, bypassing the hip/thigh section, and air is entering at some hypothetical inlet in the knees.
The idea of having a motor driving the compressor is actually pretty old. It never caught on, due to being impractical. The amount of horsepower required to drive the compressor depends on the airflow rate, and pressure and temperature increase, but it quickly gets into the thousands or tens of thousands of horsepower. For example, a compressor pumping 100kg of air per second at a total temperature increase of 400C (not unreasonable for a fighter engine like a P&W F100) requires just under 42000 kilowatts, or around 56000 horsepower.
To be fair, this is the kind of power it would take to run the compressor for the main engine section in the lower legs. If all we're trying to do is maintain smooth airflow to prevent compressor stall at the kind of extreme inlet geometry you'd get by embedding a jet engine in your shins, you probably just need enough mass flow to maintain a slightly positive pressure. At this point, though, we're probably overthinking things (reference http://www.theforce.net/swtc/index.html).
That all being said, I absolutely love your work here, and the last thing I want to do is cause any further distraction or delay on your project! I'd be happy to provide any help I could. I have access to business jets and turboprops and can take detail photos of things like brake assemblies, control actuators, light assemblies, that sort of thing. It's not the same as F-14 or F-18 specific material, but still potentially useful as generalized aircraft references.
