Abstract: A vehicle control system (110) for use with at least one fluidic control effector (102) for a vehicle, the vehicle control system (110) comprising a controller (110), wherein the controller is configured to: receive a vehicle control input indicating a demanded vehicle manoeuvre, wherein the input is further configured to receive condition data; determine a fluid mass-flow for the at least one fluid control effector based on the received vehicle control input and the condition data, wherein the relationship between the fluid mass-flow and the vehicle control input is substantially non-linear; and output data relating to the determined fluid mass-flow to effect the demanded vehicle manoeuvre, wherein the fluid mass-flow is determined to provide a substantially linear relationship between the vehicle control input and the effected demanded vehicle manoeuvre.

Abstract: An articulating exhaust nozzle thrust reverser includes an outer articulating panel comprising an outer skin and an outer thrust reverser door and an inner articulating panel comprising a forward inner skin, an aft inner skin, and an inner thrust reverser door. The outer articulating panel is configured to pivot to vary a nozzle exit area. The forward inner skin is configured to pivot to vary a nozzle throat area. The outer thrust reverser door is pivotally coupled to the outer skin. The inner thrust reverser door is pivotally coupled to the aft inner skin. The outer articulating panel and the inner articulating panel may be individually operated to independently vary the exhaust nozzle throat area and/or the exhaust nozzle exit area.

Abstract: Proposed is an airfoil wing-shaped aircraft including a body having a wing-shaped longitudinal cross-section and having an upper surface on which a shape of a concave curvature-surface portion is formed along a center axis in a streamwise direction, a fluid inlet being formed in each of the opposite lateral sides of a leading portion of the body, and a fluid output being formed in each of the opposite lateral sides of a tail portion of the body, wherein a duct connects the fluid inlet and the fluid outlet to each other.

Abstract: A deflector for an ejection structure of a thrust reverser is disclosed including a deflector plate configured to act on an aerodynamic flow, the deflector plate having a concave upstream face, a convex downstream face, an inlet end, and an outlet end. The upstream face and the downstream face of the deflector plate have different curved profiles, the deflector has a particular profile giving it properties allowing it to act effectively on the aerodynamic flow so as to enhance the performance of the thrust reverser in which it is mounted.

Abstract: A thrust reverser may include a frame, an actuation arrangement, a reverser door pivotally coupled to the frame, and a deployable fairing pivotally coupled to the frame, wherein the deployable fairing is configured to move away from a central axis of the thrust reverser to provide clearance for one of more thrust reverser pivot doors to rotate into a deployed position.

Abstract: A cascade thrust reverser assembly for a gas turbine engine includes a nacelle assembly defining a bypass passage. The cascade thrust reverser assembly includes a cascade assembly configured to be at least partially enclosed by the nacelle assembly, the cascade assembly comprising one or more cascade members, the one or more cascade members movable between a stowed configuration wherein the one or more cascade members define a first radial extent and a deployed configuration wherein the one or more cascade members define a second radial extent, wherein the one or more cascade members form a cascade segment in the deployed configuration, and wherein the second radial extent is greater than the first radial extent.

Abstract: A cascade for a thrust reversal device intended to be mounted on a turbomachine of an aircraft, the cascade including first partitions extending in a first direction, second fixed partitions extending in a second direction orthogonal to the first direction, and a frame inside which the first and second partitions extend, the frame including at least two fixed walls extending according to the first direction, and at least one part of each first partition extending between two second partitions. At least one first partition is mobile according to the second direction between a first position wherein the first partition is distant, in the second direction, from the fixed walls to form a plurality of resonating cavities with the first partitions and/or the fixed walls, and a second position wherein the one first partition is in contact with a fixed wall or another first partition.

Abstract: A variable area nozzle assembly includes a fixed structure surrounding an exhaust duct extending along a nozzle axis. The fixed structure defines an exhaust duct outlet of the exhaust duct. The fixed structure includes a first side beam and a second side beam. Each of the first side beam and the second side beam extend in a direction axially aft from the exhaust duct outlet. Each of an upper thrust reverser door and a lower thrust reverser door are pivotably mounted to the first side beam and the second side beam at a first axial position. An upper panel and a lower panel are pivotably mounted to the upper thrust reverser door and the lower thrust reverser door, respectively, at a second axial position located axially forward of the first axial position. The upper panel and the lower panel define a nozzle outlet cross-sectional area therebetween.

Abstract: An articulating exhaust nozzle thrust reverser includes an outer articulating panel comprising an outer skin and an outer thrust reverser door and an inner articulating panel comprising a forward inner skin, an aft inner skin, and an inner thrust reverser door. The outer articulating panel is configured to pivot to vary a nozzle exit area. The forward inner skin is configured to pivot to vary a nozzle throat area. The outer thrust reverser door is pivotally coupled to the outer skin. The inner thrust reverser door is pivotally coupled to the aft inner skin. The outer articulating panel and the inner articulating panel may be individually operated to independently vary the exhaust nozzle throat area and/or the exhaust nozzle exit area.

Abstract: An aircraft turbojet engine nacelle includes a rear section without a lower bifurcation, the rear section including a thrust reverser system, and the thrust reverser system including a movable cowl. The nacelle includes a guide system including a movable portion and a fixed portion, the movable portion being secured in translation to the movable cowl and cooperating with the fixed portion and the fixed portion being fixed relative to the nacelle. The guide system is disposed proximate to a position called the “6 O'clock” position. In one form, the length of the fixed portion of the guide system is larger than or equal to 50% of the length of the movable portion.

Abstract: A nacelle of an aircraft turbofan engine including an air inlet upstream from the engine, a median section configured to surround a fan of the engine and delimited on the outside by a fan cowl supported by a fan housing to which it is attached at the upstream portion, a downstream section delimiting an annular flow path in which the air is configured to flow and housing thrust reversal devices, the thrust reversal approach including a movable cowl associated with at least one actuator for moving the movable cowl between a direct jet position, in which it provides the aerodynamic continuity of the nacelle and an indirect jet position in which it opens up a passage in the nacelle by uncovering cascade vanes arranged around this flow path that receive the cold air flow to return it towards the outside and forwards, the cascade vanes being attached to the movable cowl.

Abstract: A nacelle comprising a fixed structure with a fixed cowling and a cowling movable in translation between closed and open positions, to open an opening between a duct and the exterior. A blocking door is rotatably movable on the movable cowling between a stowed position and a deployed position. A deployment system comprises an arm with a first end articulated on the blocking door and a second end that bears a stop, a slider fixed to the arm, a linear guide system is fixed on the fixed structure and guides the slide, and a cam. The stop is configured to lie against the cam when the movable cowling reaches an intermediate position from the closed position and to be guided by the cam to drive the rotation of the arm about the slider when the movable cowling moves from the intermediate position to an open position.

Abstract: A gas turbine engine that includes a nozzle assembly that has features that facilitate airflow into and through a bypass passage of the gas turbine engine during a reverse thrust operation is provided. The nozzle assembly of the gas turbine engine also includes features that increase the effectiveness of the thrust reverse system of the gas turbine engine. Methods for reversing the thrust of a gas turbine engine are also provided.

Abstract: A system and method for an improved thrust reverser is provided. The provided thrust reverser employs hidden linkage assemblies to decrease drag in the engine exhaust flow and increase turbine engine performance. The hidden linkage assemblies are placed in a space between the blocker door and the transcowl, thereby not affecting the engine exhaust flow.

Abstract: An assembly is provided for an aircraft propulsion system. This assembly includes a fixed structure, a translating structure, a blocker door and a rigid linkage. The translating structure is configured to translate relative to the fixed structure. The blocker door extends between a blocker door first end and a blocker door second end. The translating structure is pivotally attached to the blocker door at the blocker door first end. The rigid linkage includes a first pivot attachment, a second pivot attachment and a third pivot attachment. The first pivot attachment is coupled to the fixed structure. The second pivot attachment is coupled to the translating structure. The third pivot attachment is coupled to the blocker door at the blocker door second end.

Abstract: An assembly is provided for an aircraft propulsion system. This assembly includes a fixed structure, a translating structure, a blocker door and a folding linkage. The translating structure is configured to move between a stowed position and a deployed position. The blocker door is pivotally attached to the translating structure at a first pivot joint. The folding linkage links the blocker door to the fixed structure. The folding linkage includes a member pivotally attached to the blocker door at a second pivot joint that is radially outboard of a skin of the blocker door when the translating structure is in the stowed position. The second pivot joint is radially outboard of the first pivot joint when the translating structure is in the stowed position.

Abstract: A nacelle for a turbofan including a mobile cowl mobile in translation between a closing position and an opening position, a window on the upstream side by a fixed cowl and on the downstream side by the mobile cowl, and a reverser flap in rotation between a closed position and an open position. The nacelle includes a locking system with a groove fixed to the mobile cowl and extending between a first end and a second end, and a guided element mounted guided in the slide and fixed to the reverser flap, the guided element moving from the second end towards the first end with cowl movement and leaving the groove when the reverser flap begins rotation, and the guided element moving outside the groove while the reverser flap pivots from the positions and entering the groove at the end of rotation of the reverser flap.

Abstract: The present disclosure provides a nacelle rear assembly for turbojet engine including at least one thrust reverser device to redirect air flow circulating from upstream to downstream in a flow path of the turbojet engine and a mast to link the nacelle to a structure of the aircraft. In one form, the nacelle extends longitudinally from forth to back along an axis and includes a cradle fastened on the mast. In one form, the cradle includes a first longeron and a second longeron extending longitudinally on either side of the mast. The first and second longeron each include a sliding guide device for sliding of a movable cowl and of a cascade of the thrust reverser device.

Abstract: The present disclosure relates to an aircraft turbojet engine nacelle, the nacelle including a rear section without a lower bifurcation, the rear section including a thrust reversal system, the thrust reversal system including a mobile cowl. The nacelle includes a guide system that translates as one with the mobile cowl, the guide system collaborating with at least one slide that is fixed in relation to the nacelle, the guide system and the slide being arranged near the position referred to as the 6 o'clock position.

Abstract: Electrically operated propellant is used to supplement the thrust provided by solid rocket motor (SRM) propellant to manage thrust produced by a SRM. The gas produced by burning the electrically operated propellant may be injected upstream of the nozzle to add mass and increase chamber pressure Pc, injected at the throat of the nozzle to reduce the effect throat area At to increase chamber pressure Pc or injected downstream of the throat to provide thrust vector control or a combination thereof. Certain types of electrically operated propellants can be turned on and off provided the chamber pressure Pc does not exceed a self-sustaining threshold pressure eliminating the requirement for physical control valves.

Abstract: A thrust reverser system for a gas turbine engine includes a duct including a cowling movable between an open position and a closed position in a direction transverse to a centerline of the gas turbine engine. The thrust reverser is supported within the cowling and movable between an axial closed position, an axial intermediate position and an axial open position. A controller is actuateable to command movement of the thrust reverser from the axial closed position to the axial intermediate position such that the cowling is free to move to the open position.

Abstract: A nacelle for housing an engine includes a fan cowl sized to cover at least a first axial portion of the engine. The engine includes an inlet end, an exhaust end, and an axis extending through the engine from the inlet end through the exhaust end. The fan cowl is coupled to an engine mounting pylon via a slider-type mounting system that includes at least one slider track assembly defining at least one slot therein. The at least one slot is configured to receive at least one fan cowl slider fitting.

Abstract: The present invention relates to a thrust reversal device (1) for a turbojet engine nacelle, characterized in that: (i) the movable cowl (3) is provided with at least one driving lead screw (30) having at least one peripheral groove over at least part of the length thereof, whereby said groove can engage with a stationary guide means (31) of the nacelle so as to rotate the lead screw during the translational movement of the movable cowl; and (ii) the lead screw is associated with at least one means for transmitting (32, 35, 36) the rotational movement thereof towards at least one drive system (33, 34, 25) of the flap.

Abstract: A turbine exhaust diffuser for a gas turbine engine. The diffuser includes a flow ramp positioned on an ID flowpath boundary within a flowpath of the diffuser. The flow ramp extends circumferentially about the hub and includes a downstream, radially outward point that extends radially outward further from the ID flowpath boundary than an upstream, radially outward point that is positioned upstream from the downstream, radially outward point. A wavy portion is located at the downstream, radially outward point of the flow ramp. The wavy portion includes a circumferentially extending, undulating surface defined by alternating axially extending crests and troughs.

Abstract: A rocket vehicle includes a controller that integrates operation of a variable-vector main thruster and attitude control thrusters. When the main thruster is firing and roll is commanded, the controller can provide roll moment by firing only a single attitude control thruster, while changing the thrust vector of the main thruster to offset any pitch/yaw moments induced by the firing of the single attitude control thruster. The single attitude control thruster may be a thruster on the leeward side of the rocket vehicle. Since there is a lower wall pressure on the leeward side of the rocket vehicle, the thruster efficiency is improved by accomplishing roll by use of a single thruster (which may be one of a pair of thrusters used to achieve roll in one direction). A significant reduction in fuel use may be accomplished.

Abstract: A first trailing edge portion of a scarfed jet engine exhaust nozzle aft of a second trailing edge portion relative to a central axis of an associated exhaust duct causes an automatic nozzle-pressure-ratio responsive transverse deflection of the associated exhaust flow away from the first trailing edge portion. When offset from both the center of gravity (CG) and the central longitudinal axis of an aircraft, at a relatively low nozzle pressure ratio, e.g. during takeoff, the thrust vector from the exhaust flow acts relatively close to the CG, whereas at a relatively high nozzle pressure ratio, e.g. during relatively high-speed cruise, the scarfed exhaust nozzle deflects the exhaust flow so that the resulting thrust vector is relatively parallel to the path of the aircraft. With the final portion of the exhaust duct skewed, the primary axis of the jet engine can be relatively parallel to the path of the aircraft.

Abstract: A turbine engine exhaust nozzle includes a core gas duct, a nozzle duct, and a thrust vectoring duct system having a duct valve, a first vectoring duct and a second vectoring duct. The nozzle duct directs a first portion of core gas from the core gas duct through a nozzle duct outlet along a centerline. The duct valve connects the core gas duct to the first vectoring duct during a first mode of operation, and connects the core gas duct to the second vectoring duct during a second mode of operation. The first vectoring duct directs a second portion of core gas from the core gas duct through a first vectoring duct outlet along a first trajectory. The second vectoring duct directs a third portion of core gas from the core gas duct through a second vectoring duct outlet along a second trajectory that is angularly offset to the first trajectory.

Abstract: An apparatus for vectoring the thrust of a motor that produces thrust along a longitudinal axis by expelling combustion gases through a nozzle may include a plurality of linearly-positionable non-rotatable thrust deflectors. The thrust deflectors may be disposed at around a perimeter of the nozzle. Each thrust deflector may be independently extended to simultaneously generate both a force transverse to the longitudinal axis and a torque about the longitudinal axis.

Abstract: A gas control valve is configured to controllably supply propellant gas to a thruster so that the thruster may produce thrust over a relatively wide range, and so that the thruster exhibits relatively fine minimum impulse bit (MIB) performance. The gas control valve includes a pilot stage having a pilot valve, and a main stage having a main valve. The gas control valve responds to control signals supplied to the pilot stage and is configured such that for commands of relatively short duration, only the pilot valve responds. Conversely, for commands of relatively longer duration, the pilot valve and main valve both respond.

Abstract: A multi-pulse rocket is equipped with a thermally insulating barrier that serves as a rupture disk or a movable plug or plate separating staged propellant grains. When a rupture disk it used, the disk can be equipped with a pyrotechnic actuator to weaken the disk upon command, enabling the propellant grain on the fore side of the disk to burst the disk at a relatively low pressure when ignition of the propellant grain is needed for additional thrust. Rupturing of the disk can also be controlled by attitude maneuvering ports on the fore side of the barrier whose open or closed conditions are controlled by independently operable closures. When a movable plug is used, the plug is movable between a closed position separating rocket chamber into subchambers isolating the propellant grains from each other and an open position allowing the flow of combustion gas between the two subchambers to achieve additional axial thrust.

Abstract: One embodiment of the present invention is a unique flight vehicle. Another embodiment is a unique propulsion system. Another embodiment is a unique thrust vectoring system. Other embodiments include apparatuses, systems, devices, hardware, methods, and combinations for flight vehicles, propulsion systems and thrust vectoring systems. Further embodiments, forms, features, aspects, benefits, and advantages of the present application will become apparent from the description and figures provided herewith.

Abstract: Improved rocket nozzle designs for vehicles with nozzles embedded in or protruding from surfaces remote from the desired thrust axis. The nozzle configurations are for rocket vehicles where the nozzles are not located at the optimal thrust axis of the vehicle. Two examples include nozzles located on the forward end of the vehicle (also called tractor nozzles) and attitude control nozzles located on the periphery of the vehicle. More particularly, the disclosed nozzle shapes enhance the axial thrusts and/or maneuver torques on the vehicle. These unconventional nozzle shapes improve vehicle performance.

Abstract: Control and/or drive device for a flying body for ejecting hot gas streams of a combusted fuel combination of at least a first and second component. Device includes a first hollow chamber body structured and arranged to contain first component, a second hollow chamber body structured and arranged to contain second component, a controllable fuel valve arranged between first hollow chamber body and second hollow chamber body to control feed of first component to second hollow chamber body, and a plurality of outlets structured and arranged to eject respective hot gas streams for influencing a flight path of flying body. Second hollow chamber body is formed as a combustion chamber for combusting the at least first and second components within second hollow chamber body to generate respective hot gas streams, and plurality of outlets are connected to the second hollow chamber body.

Abstract: An outlet device for a jet engine comprises a number of fixed ducts, each with a gas intake and a gas outlet for conducting a gas from the jet engine, at least two of the outlets of said gas ducts open in different directions, and a gas distribution arrangement is arranged at the gas intakes for selective distribution of the gas to the ducts.

Abstract: A deployable raceway harness assembly for use with a multi-stage rocket includes a first cable bundle configured to extend across a second stage of a multi-stage rocket from a guidance unit to a first stage of the rocket. The deployable raceway harness assembly includes a deployable raceway cover configured for detachable coupling with the multi-stage rocket. The deployable raceway cover extends over at least the first cable bundle and a second cable bundle. The first cable bundle is fastened to the deployable raceway cover. The second cable bundle is configured to extend from the guidance unit to the second stage and is shorter than the first cable bundle. An in-flight deployment mechanism is configured to detach the deployable raceway cover and the first cable bundle extending across the second stage from the multi-stage rocket in-flight leaving the second cable bundle extending to the second stage in place.

Abstract: Improved rocket nozzle designs for vehicles with nozzles embedded in or protruding from surfaces remote from the desired thrust axis. The nozzle configurations are for rocket vehicles where the nozzles are not located at the optimal thrust axis of the vehicle. Two examples include nozzles located on the forward end of the vehicle (also called tractor nozzles) and attitude control nozzles located on the periphery of the vehicle. More particularly, the disclosed nozzle shapes enhance the axial thrusts and/or maneuver torques on the vehicle. These unconventional nozzle shapes improve vehicle performance.

Abstract: The invention relates to a turbomachine thermomechanical part forming a body of revolution about a longitudinal axis, and including at least one abradable ring for a labyrinth seal. In characteristic manner, the abradable ring is made up of angular sectors that present different stiffnesses between adjacent pairs of sectors. The invention is applicable to a compressor, a turbine, or to a rotor and stator assembly.

Abstract: A propulsion system may include a cylindrical support member and a tubular rotatable member rotatably mounted within the support member that may be adapted to permit fluid flow therethrough. The tubular rotatable member may extend past a down stream end of the support member. An exemplary embodiment of a propulsion system may also disclose a vane attached on an interior surface of the tubular member and may include a blade which extends in a direction toward a rotational axis of the rotatable member such that rotation of the tubular member and the vane attached thereon draws fluid into the tubular member to accelerate the fluid flow through the tubular member. Additionally, a nozzle may be attached to the down stream end of the support member and include a primary nozzle and a secondary nozzle within the primary nozzle. The secondary nozzle may be engaged with the primary nozzle by a stator.

Abstract: A gas turbine engine comprising a compressor, a combustion chamber, and at least two turbines mounted oppositely to the combustion chamber, such that the gas turbine engine is capable of generating multidirectional thrust.

Abstract: The present invention relates to an air compression type engine for aviation. The conventional aircraft engine is complicated in structure, consumes expensive aero fuel, and produces extremely loud noise during operation. Therefore, the present invention employs a turbo-charged air compressor to generate high temperature and high pressure gas in the pressure chamber, and uses the reaction thrust force generated by ejecting the compressed air through the nozzle to make the aircraft vertically take off/land, suspend in the air and fly forwardly. Benefited from the simple structure, the manufacture cost of the aircraft engine can be dramatically decreased. Vertically raising and landing the aircraft can be achieved by changing the ejection directed of the compressed air in the pressure chamber. The commonly used gasoline or diesel, which is cost saving and capable of combusting with a high combustion value, can be used instead of the expensive aviation kerosene. Further, the generated noise is quite small.

Abstract: The present invention describes an aircraft having a rotating engine. The aircraft comprises a means for rotating the engine 360° to allow directional control of the aircraft via rotation of the engine's thrust output. The aircraft can further comprise a plurality of flap members located on the wings of the aircraft and in communication with the rotating gas turbine engine to further control and stabilize flight of the aircraft. The gas turbine engine of the aircraft can comprise a compressor, a combustion chamber, and at least two turbines mounted oppositely to the combustion chamber, such that the gas turbine engine is capable of generating more thrust from a single engine.

Abstract: A multiple-stage solid rocket motor is operated in a manner designed to control its mass discharge profile. This is accomplished by providing means for igniting one stage and then igniting a subsequent stage while the first continues to burn.

Abstract: A propulsion system includes a canted multinozzle plate, which has a multitude of small nozzles angled (not perpendicular) to major surfaces of the multinozzle grid plate. The multinozzle plate may be a cylindrical section or plate, and the multitude of nozzles may be substantially axisymmetric about the cylindrical plate. The propulsion system includes a pressurized gas source which may be placed either forward or aft of the multinozzle grid plate. The propulsion system may have a conical insert, an internal flow separator cone, to aid in changing directions of flow from the pressurized gas source, to divert the flow through the multiple nozzles.

Abstract: A propulsion gas exhaust assembly in an aircraft propelled by hot gases produced along the axis of the latter by a gas generator is disclosed. The exhaust assembly includes a duct which forms a vertical elbow and a nozzle.

Abstract: The thrust reverser is used with a gas turbine engine and includes first and second doors pivotable between a stowed position and a deployed position. When deployed, pivoting fairings on the first door are moved so as to give room to the second door as its trailing edge moves within the first door. When stowed, the second door preferably provides the locking mechanism to the pivoting fairings of the first door.

Abstract: An aircraft air cushion landing system (2) includes a skirt (6) defining a plenum (22) on an underside of the aircraft, a plenum fan (26) arranged to induce an airflow into the plenum (22) and controller configured to control operation of the plenum fan (26). The controller includes a sensor (30) adapted to sense an imminent landing event and a fan control system (28) configured to automatically operate the plenum fan (26) to provide a first flow in a first direction out of the plenum (22) so that as the skirt (6) engages a landing surface air is being evacuated from the plenum (22). A method also operates such a system (2).

Abstract: A propulsion thrust control system and method for controlling thrust in a rocket motor includes configuring valves of an energized rocket motor to an initial total valve area according to a total thrust command. The total thrust command is converted into a commanded propellant mass flow discharge rate. A varying total valve area is computed from an error between the commanded propellant mass flow discharge rate and a calculated propellant mass flow discharge rate. The valves are reconfigured according to a distribution of the varying total valve area. The propulsion system includes a pressure vessel with valves and a controller for regulating the valve area according to a propellant mass flow discharge rate from the pressure vessel.

Abstract: Control and/or drive device for a flying body for ejecting hot gas streams of a combusted fuel combination of at least a first and second component. Device includes a first hollow chamber body structured and arranged to contain first component, a second hollow chamber body structured and arranged to contain second component, a controllable fuel valve arranged between first hollow chamber body and second hollow chamber body to control feed of first component to second hollow chamber body, and a plurality of outlets structured and arranged to eject respective hot gas streams for influencing a flight path of flying body. Second hollow chamber body is formed as a combustion chamber for combusting the at least first and second components within second hollow chamber body to generate respective hot gas streams, and plurality of outlets are connected to the second hollow chamber body.

Abstract: Apparatus including an exhaust nozzle assembly having a translatable structure operable to open and close a flow diverting port in an exhaust duct. The translatable structure includes a forward region partly defining a converging nozzle region. The translatable structure includes a rearward region partly defining a diverging nozzle region. The forward region and the rearward region join at an inner edge that partly defines a throat constriction. The translatable structure is translatable between a plurality of operational positions each associated with a longitudinal position of the throat constriction. In a first operational position, the flow diverting port is fully closed. In a second operational position, the flow diverting port is fully opened. In a first intermediate operational position, the flow diverting port is fully closed. In a second intermediate operational position, the flow diverting port is at least partly opened.

Abstract: The present invention relates to a thrust orienting nozzle, shaped in such a way as to divide a principal propulsion gas flow coming from at least one gas generator into a first flow and a second flow for an ejection in a first half-nozzle and in a second half-nozzle and comprising at least one of following two piloting means: a means of dividing the principal flow into each of the two half-nozzles, and a means of orienting the thrust vector produced by each of the two half-nozzles. The invention applies in particular to the yaw control of an aircraft without a vertical tail unit.