So while they may not have been busting Mach 2 on a daily basis the aircraft was clearly capable of it. And no Firebar, the Tomcat wasn’t in a dive to break Mach 2.41. That’s a complete fabrication on your part. As for the F-111 I heard it from an F-111 pilot on r.a.m. that he knew an -F pilot personally who got to Mach 2.8 briefly (It is an aluminum aircraft afterall)

No,no, Sferin.
The conventional AL airframes can not exceed 2,5 Mach even in a very short dash. In practice , 2,35 Mach is a limit for them.
But there is another limiting factor.
The engines.

Look at F-4J. Its engines are limited to 2,2 Mach, and it can not use its airframe potential of 2,35M.

As for 0,9 by-pass TF-30, with relatively small thrust, and low exhaust gas velocity, the 2 Mach in a level flight is a wishful thinking.

Yeah, but those F-15A were retired. All remaining Eagles incl. about 100 As (decreasing now because of F-22) have -220 engines if i remember correctly. Dont know what happenend to Israeli F-15As though.

I do not know exactly how many, if any, of F-100PW-100 are still in service, but the first PW-220 has entered inventory in 1987, that is more than 10 years of F-15A service with faulty, compressor stall prone PW-100 engines.

The only thing in common between the two (F-101 and F-110) is the compressor which by itself has nothing to do with the bypass ratio.

Sferin,Sferin, check it better.

-” The F-101 engine was later optimised to meet fighter demands, and was designated F-101 DFE, later renamed as F-110.
An extra fan stage has been added but the core ramained the same.”- B-1B Aviation Fact File.

The Lightning fields a cone similar to MiG-21 and the Starfighter mice similar the Mirage for example. Otherwise no speeds above Mach 2 possible. Just for the benefit of the others, you will never learn it.

Sens, the things are often not like what they seem to be.

The Lighting intake cone is similar to that of MiG-21, true, but there is one big difference.
The cone in MiG is movable, automaticaly, according to dynamic pressure, that is speed and altitude. The cone of Lightning is fixed.

As for F-104 and Mirage 3, again the intakes are similar on the first sight.
But, the Mirage has manualy controlled intake half cone, and Starfighter has fixed, non movable one.

Aerodynamicaly wise, the differences are great.

You proof without doubt, that you have no basic understanding about TF-engines.

Sens, do you understand why nobody build fighter engines with by-pass more than 0,5, any more ?

Do you know what is the reason ?

Which is why the TF-30 has more supersonic thrust.

Engines with high supersonic thrust offer high service ceilings and high speeds.

Do you know how miserable service ceiling the F-14 has ?
And do you know that the max speed of F-14D with 4 Sparrows is only 1,85 Mach. ( source: Manual)

The TF-30 was built for the F-111 and the F101 not the F110 was built for the B-1A.

The F-110 is a derivative of F-101. They are very similar, but by-pass has been reduced from 1 to 0,87.

Anyway, still very high figure.

F-16 top speed is about Mach 2 for all variants.
I have never seen 1.75M.

Unfortunately, there are many deceiving sources which are of little value.
Look at F-14. All of old sources state that it can manage 2,34 Mach, which is ridiculous.
Only in recent years we can read that it has about 1,9 M max speed. And that is in a good accord with characteristics of its high by-pass turbofans.

In fact, it is true that in test the F-14A managed 2,34 Mach, but that was achieved in a slight dive. That is its airframe limit.

The same we can read about F-16A. It can attain 2 Mach, but not in a level flight.
The F-16/79 was much faster, with 8,5 T thrust turbojet.

The clue is exhaust gas velocity.

The MiG-23 with R-35 is a perfect combination. A very powerful engine with no vices, and with excellent high altitude performance.

But you can not have everything. The SFC is higher than that of F-16.

I didnt say its optimised for 1.5M, rather than it works OK up to 1.5M.

That is the other thing. That is true.

That may be true, but other factors combined obviously had greater influence because the speed increased.

The only way to affset the high drag of production F-22 is to use much more powerful engines.
But it has about the same engines power as prototype, 35.000 lb each.