Originally Posted by
ASRAAMTOO
the forward component of thrust may still be able to sustain limiting g whilst leaving some thrust spare to generate nose angle. Obviously its a little more complicated than that in that alpha is also likely to increase which will have a significant effect on drag and there may no longer be 'spare' power available to generate nose angle.
In such a situation the ‘upward’ component of thrust would be added to the lift vector. This would instantaneously reduce the alpha (as the flight path would be changed ‘upwards’ with respect to the oncoming airflow) which would reduce lift (and turn rate), requiring additional nose-up control input to regain and then maintain the target alpha. The ability to make this control input manifests as “nose pointing” capability but in the hypothetical sustainable case it can also be seen as increasing the turn rate. In turn, the additional nose-up control input requires the thrust vector to be rotated slightly aft to sustain forward speed. A complex equilibrium would eventually be reached with not quite as much benefit as a ‘static’ analysis of the available excess thrust vector might suggest.
Other “nose pointing” effects may result from the thrust vector producing a rotational moment around the CofG. This is what I think you were getting at with your reference to increasing alpha, but it is actually an installation-specific effect.