It's about the same, Bill.
The airplane held 16,200 lbs internal fuel. Two drop tanks of 2,000 each could be installed. So, 20,000 lbs of fuel was a max load.
The rule of thumb for fuel use in AB was 2,000lbs/minute. That varied with altitude (lower increases fuel burn) and airspeed (faster increases fuel burn) and engines (GE F110-400 used more than the TF-30) but close enough.
10 minutes.
Give or take.
If you climbed while using full AB, then it would last longer. The best rate of climb would have you getting above 35,000 feet and supersonic in about 3 minutes, at which point your fuel flow is a lot lower, because of the altitude. I don't remember the numbers, but you could go a long way once up high, even in full AB.
I once flew from Pensacola to Key West and was supersonic, in mid-range AB, the entire way. About a 30 minute flight. With a clean (16,200# capacity) airplane.
It's not the engines that would have trouble being at sea level at max AB for that long. Assuming they were tuned properly (TF-30 mechanical fuel control fuel trim level), the engines would run OK. It's actually a matter of total temperature on the airplane. You would exceed the external tank airspeed limit pretty quickly (620KIAS) as the airplane would stabilize a bit above that and supersonic at sea level. That's a lot of heat in the air itself. Ram pressure, temperature rise from friction, etc.
en.wikipedia.org
So, one day, I launched late from the carrier. Last airplane airborne for a fly-off. Airspace constraints kept me down low (I stayed at 500 feet, just to be safe) but I had a flight of 8 other airplanes to catch on a short flight (200 miles) to Oceana. I stayed in full AB after takeoff, and at 620 KIAS, throttled back to mid AB, and on a hot, humid day, about 8-10 minutes after takeoff, at 500 feet and still at 620 KIAS (barely subsonic) I got a bleed duct overheat warning.
The bleed duct was the inlet to the pressurization/AC system. Where the engine bleed air entered the expansion turbine, from which it was cooled and sent to cockpit and avionics. It was a serious emergency, as a bleed duct leak could lead to fire. Bleed duct warnings had preceded several F-14 in flight fires that led to aircraft losses.
Long story short, I had simply overheated the airplane's pneumatic systems. The total air temp was hot enough that the heat exchangers couldn't keep up and the whole pneumatic system got hot, triggering the warning.