The X-14 research aircraft had vectoring nozzles at the center of gravity, with the engines out in front. This can be accomplished by using a vectoring nozzle or nacelles which tilt. If the jet exhaust is not diverted to some other location for vertical flight, the aircraft must either be a tail sitter (VATOL), or it must have the engine exhaust located at the aircraft center of gravity and capable of vectoring downward for vertical flight. The conventional engine VTOL concepts which do not use additional lift engines for vertical flight must have a net takeoff thrust-to-weight ratio in excess of one.

Generally, jet VTOL concepts can be divided into those which utilize fairly conventional engines and those which use modified engines so that the fan and core air are split, with the fan air ducted and exhausted from some location separate from the core air. Both of these approaches will tend to move the design of the aircraft away from the optimal layout. Either the thrust location must be moved to the center of gravity, or an additional thrust force has to be applied near the nose. There are two conceptual approaches to solving the balance problem. This balance problem is possibly the single most important problem encountered in the design of a VTOL jet fighter. In order to balance the vertical thrust force at the tail. However, some vertical upward force is required forward of the aircraft's center of gravity. If the thrust exceeds the weight, vertical flight could be obtained simply by deflecting the thrust downwards. This traditional layout places the expendables at the center of gravity, co-locates the parts of the aircraft requiring cooling (crew and avionics), and keeps the avionics away from the hot and vibrating engine. Many subsonic jets and virtually all supersonic jets are designed with the engine at the rear, the cockpit and avionics at the nose and the payload and fuel near the center of the aircraft. Unfortunately, this is complicated by the balance problem. Modern supersonic jet fighters have a thrust-to-weight ratio exceeding one, so it would seem fairly easy to point the jet exhaust downward and, therefore, attain vertical flight at 'no cost'. It has simply been impossible, up to now, to provide an operational aircraft having both vertical and supersonic forward flight with any practical range. Finally, the state of the art in engine thrust-to-weight ratio has imposed an excessive weight penalty on VTOL designs.

Also, most concepts for vertical lift tend to increase the aircraft's cross-sectional area near the aircraft's center of gravity, increasing the supersonic wave drag. This is largely due to the need for increased internal volume for the vertical lift apparatus and fuel capacity. While at least one supersonic VTOL design has flown, the Mach 2 Mirage III-V back in 1966, there has yet to be an operational supersonic VTOL aircraft. To date, there have only been a few operational jet VTOL designs, the British Harrier and the Russian YAK-36, both of which are subsonic aircraft. Vertical and Short Takeoff and Landing Aircraft V/STOL

Osprey half wing fan