The 2707 challenger, Boeing for voice transport, may look like an ancient history now, but it was then advanced both in concept and technology. Maybe it was too much.
Since the jet race had already won in England with the De Havilland DH.106 Comet and with the then Soviet Union with Tupolev Tu-104, the US had no choice if it wanted to reverse the tidal wave, especially since the two The states were preparing to launch their own designs, respectively, in the form of the Air-Aerospatiale-British and Tupolev-134 air-to-air coordinators in the early 1960s.
Consensus In this early period of pure jet, the voice airline would be the next logical evolution of the one. To fill this section were made by a number of aircraft manufacturers in the US Boeing, for example, is considered a 1.8 Mach plane, accommodating 227 passengers. And more radical, creating a design proposal that combines a wing-like body and a double delta to make Mach 3 at speeds, but was not the same as the Boeing aircraft in 218. The intended concept of NAC-60, North America, is very similar The B-70 Valkyrie, which is itself a voice design with Canadians, Delta wing, and four motors that were housed in pairs.This was also meant for the Mach 3 speed range.
The Boeing 2707-100 is considered to be the second generation of second airliners after 707 Was chosen most on December 31, 1966. Unlike the planes in the UK and the USSR, it was designed, from the outside, to impair the boundaries of traditional configuration, structure, and speed, offering an extended service life .
Featuring titanium construction to withstand structural temperatures of 500 degrees Fahrenheit generated by the friction of the designed, 1,800-mph / Mach 3 cruise speed, is spouted in a wing-wing delta wing, which is pivoted on screw outlets and titanium bearings to serve to extreme velocity variations, Low low-speed access speeds in the extended mode to high cruises. The front page margins were adjusted to the first part of the flight.
The plane, with separate vertical and horizontal surfaces, was generally accepted.
The force was to be supplied by four GE, a wing attached below.
A solid wood model of the ultrasonic plane, designed to carry 300 passengers, was built.
Although the possible invitations of 114 international airlines appeared in 1967, the ambitious design went beyond technological expertise to make it a reality. In addition to the inherent instability demonstrated by the wind tunnel tests, the weight of the propeller was overly exaggerated, with a penalty of 40,000 pounds, and therefore less available for the fuel needed to provide the carrier range.
The capacity of the immediate capacity / load of the charge and / or fuel / gross weight gain has proven itself.
Supernatural flight, apart from the limited and high military form, was incomprehensible in time, especially for routine commercial operations, and obstacles that went well beyond the drawing board of the planning teams. The public reactions, sometimes bordering on hysteria, include protests about the sonic boom, property damage caused by the land, the removal of land flights (which have reduced the plane's potential aviation market), global warming, melting of polar caps, destruction of land and sea vegetation , And reducing radiation protection from the ozone layer.
In a bureaucratic manner, the program was constantly hampered by air frame and powerplant replessments and the provision of the required government funding for the design.
Since the type, as predicted by its initial version, failed to offer conventional charge and mission capabilities, the second, 2707-200, was suggested. Although the body of an aircraft resembled Canadians above and beyond the cockpit, it weighed 750,000 pounds, which was 25 percent higher than the forecast, and higher than that of a passenger of 500-747-100, and therefore failed to meet the deadline The last to submit the FAA backup program.
Even a 23,000 pound weight reduction program put its gross weight at 52,000 pounds above target.
While the radical feature, its swing, was technologically realistic, it did not offer the necessary parameters, That Boeing did not manage to combine the axes, the engines, and the underwear in an efficient engineering package.
Forced to abandon this concept of geometry and airfoil geometry, it produced a third version, 2707-300. A total of 268.8 feet, he combined the fixed standard collective Delta Wing Planform utilized by Concorde and Tu -144, with 141.8-foot span 8497 square foot space. The horizontal and vertical plane, at 50 meters, remains conventional.
Powered by four thousand 60,000 Turbo General Electric The GE4 / J5P turbocharged GE4 / J5P, which offered twice the capacity and a third more speed than its UK and Soviet competitors, was designed to transport 234 passengers 5,000 miles at 1,890 mph at speeds of 60,000 service ceilings.The prototype of 640,000 pounds gross weight was Is expected to rise to 710,000 pounds on production aircraft.
Simplicity, along with reducing size and eliminating the changing geometrical weight of aerodynamic weight and obstacles, solved lower production costs and unit units, which in turn believed that Boeing was attracting more sales. Then being as high as 500.
In October 1968, or five months before Conko The first D flying, the overwhelming 2707-300 has been selected as the voice of Transportation Design US and its prototyping conducted in September of next year, giving it the third plane in its class to enter the market. But it never was.
was constantly subjected to a design and development plan that was, at times, even more turbulent than Concord, it was cooked for survival.
The hurdles, as in the early sixties of commercial ultrasonic technology, were many and irreplaceable, including high research and production costs, increasing gross weights, reducing ranges and loads, increasing seat costs, excess fuel and engine fires, And fear that first-class passengers will move to faster transport and remain independent of conventional, underground cars without the return on which they depend on profitability.
Limited route application, the type can be only economically with high load factors on long-term routes.
Innovative technology, it became unexpectedly beautiful, could not support the supersonic perception on a commercial level. However, sometimes blinded by the need to return the title lost during the Sunni race, and that the dynamics of "pride-gath-before-fall" required by the desire to regain national prestige, the program remained with a continuation, although an obstacle – Federal institutions.
Part of this buoyancy, needless to say, was of interest in aviation, but as happened with the Concorde, it began to wane because they were already economically connected with the 747s wide orders.
Suppliers of public manufacturers, manufacturers, and aircraft, related to the ability of 2707-300 to achieve economic achievements, the noise, the baggage and the goals of the design of the ranges, made the security tendency to clash with the diminished enthusiasm of the concept.
Presidential support for the vocal transportation program is moving widely. Increasing the development costs generated by increasing technological advances and requiring additional government funding only claimed increasing opposition to it. Because Stoofev was unable to solve his TO-144 problems and Concord's fuel, which was printed in the first sales of only ten planes to Air France, (Too small to be a competitive threat) 300 Funding can no longer be justified.
On March 18, 1971, then, House voted against it, echoing a few days later by the Senate. Although the supporters tried to restart the program by rechanneling the $ 85.3 million for its completion into further development, and although the house itself voted for this action on May 12, the Senate rejected it five days later.
15% of the first frame of 2707-300 was cut at that time, and a tense version of 296 feet, to accommodate 321 passengers, was then considered.
All three programs of the United States, Great Britain, and the Soviet Union were treated with unexpected resistance to new technology, which many believed was harmful to the atmosphere, environment of the planet and humanity. Became a hoped-for reality in the United States, and after a number of flight routes, Tupolev-141 himself continued to serve in the Soviet Union.
Only one such voice plane, Concord, ever went into the planned sector, which was only a qualified sales to the suppliers represented by the governments, and that the fossil fuel costs required to keep it up indicate that, commercial design was then technologically feasible because it was not Economically possible.