In 1975, Langley Research Center began to conduct sponsored programs studying two-dimensional thrust vectoring nozzles; government and industry studies of non-axisymmetric two-dimensional (2-D) nozzles in the early 1970s had identified significant payoffs for thrust-vectoring 2-D nozzle concepts.

In 1977, Langley started a system integration study of thrust-vectoring, thrust-reversing, and 2-D nozzles on the F-15 with McDonnell Douglas.
In 1984, the Flight Dynamics Laboratory, the Air Force Aeronautical Systems Division awarded a contract to McDonnell Douglas for an advanced development STOL/MTD experimental aircraft.

The aircraft used in the STOL/MTD program has flown several times since the successful STOL/MTD program completion in 1991 that used thrust vectoring and canard foreplanes to improve low-speed performance.
This aircraft tested high-tech methods for operating from a short runway.
 This F-15 was part of an effort to improve ABO (Air Base Operability), the survival of warplanes and fighting capability at airfields under attack.

The F-15 STOL/MTD tested ways to land and take off from wet, bomb-damaged runways.
The aircraft used a combination of reversible engine thrust, jet nozzles that could be deflected by 20 degrees, and canard foreplanes.
Pitch vectoring/reversing nozzles and canard foreplanes were fitted to the F-15 in 1988.
NASA acquired the plane in 1993 and replaced the engines with Pratt & Whitney F100-229 engines with Pitch/Yaw vectoring nozzles.
The canard foreplanes were derived from the F/A-18's stabilators.

Prior to August 15, 1991, when McDonnell Douglas ended its program after accomplishing their flight objectives, the F-15 STOL/MTD plane achieved some impressive performance results:
Demonstrated vectored takeoffs with rotation at speeds as low as 42 mph (68 km/h)
A 25-percent reduction in takeoff roll
Landing on just 1,650 ft (500 m) of runway compared to 7,500 ft (2,300 m) for the standard F-15
Thrust reversal in flight to produce rapid deceleration
In 1975, Langley Research Center began to conduct sponsored programs studying two-dimensional thrust vectoring nozzles; government and industry studies of non-axisymmetric two-dimensional (2-D) nozzles in the early 1970s had identified significant payoffs for thrust-vectoring 2-D nozzle concepts.
In 1977, Langley started a system integration study of thrust-vectoring, thrust-reversing, and 2-D nozzles on the F-15 with McDonnell Douglas. In 1984, the Flight Dynamics Laboratory, the Air Force Aeronautical Systems Division awarded a contract to McDonnell Douglas for an advanced development STOL/MTD experimental aircraft.
The aircraft used in the STOL/MTD program has flown several times since the successful STOL/MTD program completion in 1991 that used thrust vectoring and canard foreplanes to improve low-speed performance. This aircraft tested high-tech methods for operating from a short runway.  This F-15 was part of an effort to improve ABO (Air Base Operability), the survival of warplanes and fighting capability at airfields under attack.
The F-15 STOL/MTD tested ways to land and take off from wet, bomb-damaged runways. The aircraft used a combination of reversible engine thrust, jet nozzles that could be deflected by 20 degrees, and canard foreplanes. Pitch vectoring/reversing nozzles and canard foreplanes were fitted to the F-15 in 1988. NASA acquired the plane in 1993 and replaced the engines with Pratt & Whitney F100-229 engines with Pitch/Yaw vectoring nozzles. The canard foreplanes were derived from the F/A-18's stabilators.
Prior to August 15, 1991, when McDonnell Douglas ended its program after accomplishing their flight objectives, the F-15 STOL/MTD plane achieved some impressive performance results:
Demonstrated vectored takeoffs with rotation at speeds as low as 42 mph (68 km/h)
A 25-percent reduction in takeoff roll
Landing on just 1,650 ft (500 m) of runway compared to 7,500 ft (2,300 m) for the standard F-15
Thrust reversal in flight to produce rapid deceleration
McDonnell Douglas F-15 STOL/MTD