It is nothing special. With Thrust Vector Control it would be very unusual if it could not do it.

But the point is:
Is it able to do this maneuver with service aircraft, not only on tests ?

Remember that F-14 did the Cobra maneuver in tests, to about 80 degrees Alpha. The F-18 also. But the point is that it should be done in service, and in airshows.

Note also that MiG-29 and SU-27 do this maneuver without TVC.

SO you say that the USAF , DOD and system managers have all lied under oath ?? And no body knows it but you!!! :rolleyes: :rolleyes: The F-22A also managed better range , greater supercuising , better handeling due to much refined FBW and software , lower RCS however these are all probably lies!!

You need to read up on the F-22 program – the YF22 wasnt supposed to test the “limits of the aircraft ” that was much later in the program with the raptor 01 – raptor-14 being tested to well beyond their limits. The YF-22 was a demonstrator which showed some of the things going into the F-22.

The reason why the prototypes are built is to explore extreme flight limits which are not going to be allowed in regular service version.

Look at F-14A. Its test pilot said that it pushed the prototype to 2,41 Mach, but he also said that it has never been tried again.

So, it is utter nonsense to claim that the F-14A had 2,4 Mach speed.

It cools nothing there, because all gases pass through the burner section and were heated-up. What you may mean is, when it works without burner in the subsonic-range till Mach 0,8 similar airliners to get the most mission from fuel!
When speaking about the military TFs with AB, you are wrong. Even some technical limitations from the 60s do no longer excist.

There is no point to oppose this basic jet engines principle.
That is simply a plain fact.

Because of TF engine core supersonic thrust in dry power is much, much smaller than that of TJ, it is also smaller in A/B. (not to this measure, of course).
I said, add to this inherent compressor presure limitations of TF, which also greatly effects supersonic speeds.

An aircraft what has demonstrated Mach 2,4 is capable of doing that.

How cant you understand.
The service aircraft must be able to do it in regular basis.
In the test, it is usualy achieved only one time.

Look at the statement of a test pilot who claims that he pushed the F-14A to the 2,4 Mach. He claims also that it has been done only one time and never again.

And yet, you keep claiming that the F-14A have had 2,4 Mach speed. !!

That claim is true in dry thrust only, it is not so in AB.

In afterburner also. It cools the total airflow.

One more paramount factor is static compressor pressure ratio which in Turbofans have to be inherently high. That prevents higher supersonic speeds.

People, you have to understand the basic jet engine principle:

-The Turbofans are, by definition, engines optimised for subsonic flights.

-For efficient high supersonic flights, you need a Turbojet. It has higher exhaust gas velocity.

You lie simply!

F-14A was Mach 2,4 in the 70s. Later it was reduced more and more to rise life-time exspectations and adapt it to more practical values.

No,no.
See “F-14”-Modern combat aircraft series.

It states that the service F-14A displayed 0,5 Mach lower max speed than F-15A.

Left the test flights aside.

Which bomber is that?

The F-111. Even that unmaneuverable aircraft has very serious problems with high speed compressor stalls.

You have no real idea you was speaking about.
The Mach 2,35 was the max allowed top-speed for the MiG-23, which is reached briefly at best. During interceptions the firing-point is reached well below Mach 2 already (40000 feet and above).

Sens, the point is that at low level, the jet engines are limited by allowed dynamic pressure, and at higher altitudes the limiting factor is CIT.