Editing Thrust vectoring (section)

=== Aircraft ===
[[File:Bell_Boeing_MV-22_Osprey_line_drawing.svg|alt=Drawing of an airplane with rotors arranged traditionally, vertically, and with rotors arranged horizontally like in helicopters.|thumb|Tiltrotor of the V-22 Osprey. The engines rotate 90° after takeoff.]]
Most currently operational vectored thrust aircraft use [[turbofan]]s with rotating [[nozzle]]s or vanes to deflect the exhaust stream. This method allows designs to deflect thrust through as much as 90 degrees relative to the aircraft centreline. If an aircraft uses thrust vectoring for VTOL operations the engine must be sized for vertical lift, rather than normal flight, which results in a weight penalty. [[Afterburning]] (or Plenum Chamber Burning, PCB, in the bypass stream) is difficult to incorporate and is impractical for take-off and landing thrust vectoring, because the very hot exhaust can damage runway surfaces. Without afterburning it is hard to reach supersonic flight speeds. A PCB engine, the [[Bristol Siddeley BS100]], was cancelled in 1965.

[[Tiltrotor]] aircraft vector thrust via rotating [[turboprop]] engine [[nacelle]]s. The mechanical complexities of this design are quite troublesome, including twisting flexible internal components and [[driveshaft]] power transfer between engines. Most current tiltrotor designs feature two rotors in a side-by-side configuration. If such a craft is flown in a way where it enters a [[vortex ring state]], one of the rotors will always enter slightly before the other, causing the aircraft to perform a drastic and unplanned roll.

[[File:Airship Delta.jpg|thumb|The pre-World War 1, British Army airship ''Delta'', fitted with swiveling propellers]]

Thrust vectoring is also used as a control mechanism for [[airship]]s. An early application was the British Army airship ''Delta'', which first flew in 1912.<ref>{{cite book |last= Mowthorpe |first= Ces |title= Battlebags: British Airships of the First World War |page=11|publisher= Wrens Park |year= 1998|isbn= 0-905778-13-8}}</ref> It was later used on HMA (His Majesty's Airship) [[No. 9r]], a British rigid airship that first flew in 1916<ref>
{{cite book |last= Abbott |first= Patrick |title=The British Airship at War |page=84|publisher= Terence Dalton |year= 1989|isbn= 0-86138-073-8}}
</ref> and the twin 1930s-era U.S. Navy rigid airships [[USS Akron (ZRS-4)|USS ''Akron'']] and [[USS Macon (ZRS-5)|USS ''Macon'']] that were used as [[airborne aircraft carrier]]s, and a similar form of thrust vectoring is also particularly valuable today for the control of modern [[non-rigid airship]]s. In this use, most of the load is usually supported by [[buoyancy]] and vectored thrust is used to control the motion of the aircraft. The first airship that used a control system based on pressurized air was [[Enrico Forlanini]]'s ''Omnia Dir'' in 1930s.

A design for a jet incorporating thrust vectoring was submitted in 1949 to the British Air Ministry by Percy Walwyn; Walwyn's drawings are preserved at the National Aerospace Library at Farnborough.<ref>{{cite web|url=http://www.diomedia.com/public/en/18094603/imageDetails.html|title=STOCK IMAGE - A 1949 jet deflection vectored-thrust propulsion concept by www.DIOMEDIA.com|website=Diomedia|access-date=2014-11-18|archive-date=2016-03-04|archive-url=https://web.archive.org/web/20160304034645/http://www.diomedia.com/public/en/18094603/imageDetails.html|url-status=live}}</ref> Official interest was curtailed when it was realised that the designer was a patient in a mental hospital.{{citation needed|reason=An account has reputedly been published in the (British) National Aerospace Library newsletter, which is subscription-only so can someone verify this reference?|date=November 2014}}

Now being researched, Fluidic Thrust Vectoring (FTV) diverts thrust via secondary [[fluidics|fluidic]] injections.<ref>{{cite journal
 |author=P. J. Yagle
 |author2=D. N. Miller
 |author3=K. B. Ginn
 |author4=J. W. Hamstra
 |title=Demonstration of Fluidic Throat Skewing for Thrust Vectoring in Structurally Fixed Nozzles
 |journal=Journal of Engineering for Gas Turbines and Power
 |volume=123
 |issue=3
 |pages=502–508
 |year=2001
 |doi=10.1115/1.1361109
 |url=http://scitation.aip.org/getabs/servlet/GetabsServlet?prog=normal&id=JETPEZ000123000003000502000001
 |access-date=2007-03-18
 |archive-date=2020-01-26
 |archive-url=https://web.archive.org/web/20200126062022/http://scitation.aip.org/getabs/servlet/GetabsServlet?prog=normal&id=JETPEZ000123000003000502000001
 |url-status=live
 |url-access=subscription
 }}</ref> Tests show that air forced into a jet engine exhaust stream can deflect thrust up to 15 degrees. Such nozzles are desirable for their lower mass and cost (up to 50% less), [[inertia]] (for faster, stronger control response), complexity (mechanically simpler, fewer or no moving parts or surfaces, less maintenance), and [[radar cross section]] for [[stealth technology|stealth]]. This will likely be used in many [[unmanned aerial vehicle]] (UAVs), and 6th generation [[fighter aircraft]].