Good lift to drag ratios are not inherently antithetical to good supercruise capability or supersonic maneuverability. Lift to drag ratio at subsonic speeds do not have a fixed relationship with drag at supersonic speeds. What happens to your drag coefficient at supersonic regimes is dependent on wing and airframe geometries, *not* on what your lift to drag ratio is at subsonic regimes.
Nor is the lift coefficient a fixed variable. Lift coefficient changes based on your altitude, your airspeed, and your angle of attack (as well as how your other flight control devices are engaged). Both lift and drag go up at higher angles of attack, but the former tends to increase faster than the latter up to a point before hitting your stall angle. When "high lift" or "good lift" is mentioned what's really meant is that the slope of your lift coefficient as angle of attack changes is very high and/or your lift coefficient peaks out at very high angles of attack and/or that the maximum lift coefficient you can attain before drag becomes greater than lift (and thus you stop generating upward force) is very high. Out of these the L
ratio at high angles of attack is most relevant for assessing maneuverability, and specifically turn rates, because so long as your lift is higher than your drag you have a net positive force vector for your maneuvering. The lift vector here matters for turn rates because to execute turns planes have to bank first, which converts some of the upward force vector from lift into an angular force vector to rotate the body of the plane. Turning faster invariably requires some pitching of the nose, which is where good lift to drag coefficients at higher angles of attack come into play.It tends to be the case that if you have good lift to drag ratio in the subsonic regime, so long as your airframe and wing geometries don't incur a massive increase in drag in the supersonic regime relative to other geometries, that advantage will translate to the supersonic regime. It is correct to note that *drag* is the key factor here, but it does not follow that just because you have great subsonic lift that also means you will have punishing supersonic drag. In fact, "high lift" designs are often considered such because they have a superior lift to drag ratio, which means for the same drag they get more lift. And this is almost certainly going to be the case with the F-22.
