Thrust-vectoring is often thought of in terms of the classic 'dogfight' where one aircraft is trying to out-turn his opponent at ever decreasing airspeeds. Whether a pilot should ever engage in these slow speed fights is a matter that is hotly debated within the fighter pilot community. Certainly, there is general agreement that it is best to not get slow - ever. With the advent of the helmet mounted sight, 4th generation heat seeking, off-boresight missiles the slow dogfight becomes even more dangerous. 'To slow or not to slow' are questions of tactics and best left to the expert fighter pilots of the future.
The F-22's thrust-vectoring can provide remarkable nose pointing agility should the fighter pilot choose to use it. What is not widely known is that thrust-vectoring plays a big role in high speed, supersonic maneuvering. All aircraft experience a loss of control effectiveness at supersonic speeds. To generate the same maneuver supersonically as subsonically, the controls must be deflected further. This, in turn, results in a big increase in supersonic trim drag and a subsequent loss in acceleration and turn performance. The F-22 offsets this trim drag, not with the horizontal tails, which is the classic approach, but with the thrust vectoring. With a negligible change in forward thrust, the F-22 continues to have relatively low drag at supersonic maneuvering speed.
But drag is only part of the advantage gained from thrust vectoring. By using the thrust vector for pitch control during maneuvers the horizontal tails are free to be used to roll the airplane during the slow speed fight. This significantly increases roll performance and, in turn, point-and-shoot capability. This is one of the areas that really jumps out to us when we fly with the F-16 and F-15. The turn capability of the F-22 at high altitudes and high speeds is markedly superior to these older generation aircraft. I would hate to face a Raptor in a dogfight under these conditions.