1.History of this aircraft
2.Specification
3.About the installation
4.About the operations
5.About free software
6.About the directions point in FS2004
In the USA fears about being left behind in the supersonic airliner race as the Soviet and European SSTs started to take form on paper. The US government asked US companies for SST designs in order to compete with Europe. Boeing and Lockheed competed in the design of an SST paper plane. The Boeing model was the 2707 dash 200. It was a large aircraft at 318 feet from nose to tail and had a complex swing-wing design with a tailplane behind the main swing wing. This tailplace formed the back section of the delta of the wing when the wings were swung back during supersonic flight and held four large General-Electric GE-4 turbojet engines. It would fly at a high mach 2.7 over 3900 miles with a passenger load of at least 300. This was a truly large aircraft - bigger than a Boeing 747.
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The Boeing 2707 was intended to be the first American supersonic airliner. It would have been built at the Boeing plant in Renton, Washington, but increasing outcry over the environmental effects of the aircraft, notably sonic boom, led to its cancellation in 1971 before the two prototypes had been completed.
Boeing had been working on a number of small-scale studies on supersonic transport (SST) designs since 1952, but set up a permanent research committee in 1958 which slowly grew to a $1 million effort by 1960. They proposed a number of alternative designs, all under the name Model 733. Most of their designs were built on the basis of a large delta wing, but in 1959 another design was offered as an offshoot of Boeing's efforts in the swing-wing TFX project (which led to the purchase of the General Dynamics F-111 instead of the Boeing offering). In 1960 an internal "competition" was run on a baseline 150-seat aircraft for trans Atlantic routes, and the swing-wing version proved to be considerably better.
By the middle of 1962 it was becoming clear that the tentative talks earlier that year between the Bristol Aeroplane Company and Sud Aviation on a merger of their SST projects was more serious than originally thought, and it appeared there was a very real chance they would be offering a design shortly. In November they annouced that the Concorde would be built by a consortium effort. This set off something of a wave of panic in other countries, as it was widely believed that almost all future commercial aircraft would be supersonic, and it looked like the Europeans would be off to a massive lead.
On June 5, 1963 President John F. Kennedy committed the government to subsidizing the development of a commercial airliner to compete with the Concorde, forming the National Supersonic Transport program, which would pay for 75% of the development costs. The director of the Federal Aviation Administration, Najeeb Halaby, decided that the Concorde was too far ahead in development to bother building a direct competitor, and instead selected a much more advanced standard as their baseline. The SST was intended to carry 250 passengers (more than twice than the Concorde, or comparable to a modern wide-body), fly at Mach 2.7?3.0, and have a trans-Atlantic range of 4,000 miles. The high speed demanded that the aircraft be made out of either stainless steel or titanium, because skin friction at speeds above Mach 2.2 will cause duralumin (aircraft aluminum) to go "plastic". Request for Proposals were sent out to three airframe and three engine manufacturers?Boeing, Lockheed, and North American for the airframes, and Curtiss-Wright, General Electric and Pratt & Whitney for engines. The FAA estimated that by 1990 there would be a market for 500 SST's.
Model 733-197
Preliminary designs were submitted to the FAA on January 15, 1964. Boeing's entry was essentially identical to the swing-wing Model 733 studied in 1960, known officially as the Model 733-197, but also referred to both as the 1966 Model and the Model 2707. For some unknown reason the latter name became the best known in public, while Boeing continued to use 733 model numbers. The aircraft looked quite a bit like the B-1 Lancer bomber, with the exception that the engines were mounted in individual nacelles instead of the box-like system on the Lancer.
A "downselect" of the proposed models resulted in the North American and Curtiss-Wright efforts being dropped from the program, with both Boeing and Lockheed asked to offer models meeting the more demanding FAA requirements and able to use either of the remaining engine designs. In November another design review was held, and by this time Boeing had scaled up the original design into a 250-seat model, the Model 733-290. Due to concerns about jet blast, the four engines were moved to a position underneath an enlarged tailplane. When the wings were in their swept-back position they merged with the tailplane to give a delta-wing planform.
Both companies were now asked for considerably more detailed proposals, to be presented for final selection in 1966. When this occurred Boeing's design was now the 300-seat Model 733-390. Both the Boeing and Lockheed L-2000 designs were presented in September 1966 along with full-scale mock-ups. A lengthy review followed, and on December 31, 1966 Boeing was announced as the winner, to be powered by the General Electric GE4/J5 engines. Lockheed's L-2000 was judged simpler to produce and less risky, but its performance was slightly lower and its noise levels slightly higher. Given the FAA's mandate to produce a more advanced design, their decision is perhaps unsurprising.
The -390 would be an advanced aircraft even if it was subsonic. It was one of the earliest "wide body" designs, using a 2-3-2 row seating arrangement in a fuselage that was considerably wider than aircraft then in service (although not for long). The mock-up included both overhead storage for smaller items with restraining nets, as well as large drop-in bins between the various sections of the aircraft. In the main 247-seat tourist-class cabin the entertainment system consisted of retractable televisions placed between every 6th row in the overhead storage, and in the 30-seat first-class area every pair of seats included smaller televisions in a console between the seats. Windows were only 6" due to the high altitudes the aircraft flew at maximizing the pressure on them, but the internal pane was 12" to give an illusion of size.
Boeing predicted that if the go-ahead was given immediately, construction of prototypes would begin in early 1967 and the first flight could be made in early 1970. Production aircraft could start being built in early 1969, with the flight testing in late 1972 and certification by mid-1974. However during the prototype phase Boeing encounted insurmountable weight problems due to the swing-wing mechanism. In October 1968 they were finally forced to abandon it, selecting a delta wing in its place, similar to that used by the Lockheed design they had beaten. The new design was also smaller, seating 234, and known as the Model 2707-300. Work began on a full-sized mockup and two prototypes in September 1969, now two years behind schedule.
By this point the opposition to the project was becoming increasingly vocal. Environmentalists were the most influential group, voicing concerns about possible depletion of the ozone layer due to the high altitude flights, and about noise at airports and from sonic booms. The latter became particularly significant, the #1 cause to rally around, and supersonic flight over land was eventually banned. The project also suffered political opposition from the left, who disliked the government subsidizing the development of a commercial aircraft to be used by private enterprise. The anti-SST campaign was led by Democratic Senator William Proxmire, who ran the campaign as a crusade against spending by the federal government.
In March 1971, the U.S. Senate rejected further funding. Afterward, letters of support containing money, nearly $1 million worth, poured in. But the project was cancelled May 20, 1971. At the time, there were 120 unfilled orders by 26 airlines. The two prototypes were never completed.
The mockup was disassembled and shipped to Florida, where it sat in a scrapyard for 19 years before it was purchased and partially reassembled for display at the Hiller Aviation Museum in San Carlos, California.
LENGTH: 306 ft 0 in (93.27 m)
Width: 180 ft 4 in (54.97 m) spread, 105 ft 9 in (32.23 m) swept.
HEIGHT: 46 ft 3 in (14.1 m)
FUSELAGE MAX. EXTERNAL DIMENSIONS: Width 16 ft 8 in (5.08 m), depth 15 ft 7 in (4.75 m)
EMPTY WEIGHT (International model): 287,500 lb (130308 kg)
MAX WEIGHT: 675,000 lb (306175 kg)
MAX LANDING WEIGHT: 430,000 lb (195045 kg)
MAX. PAYLOAD: 75,000 lb (34020 kg)
POWERPLANT: General Electric GE4/J5P turbojets X 4, each of 63,200 lb. st (28677 kgp) each, with augmentation.
CRUISING SPEED: Mach 2.7 1,800 mph (2900 km/h) at 64,000 ft / 21000m
RANGE: 4,250 mls (6840 km)
TAKEOFF LENGTH (with 277 passengers) : 5,700 ft (1870 m)
LANDING LENGTH: 6,500 ft (2133 m)
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[ About the installation ]
The airframe must copy the \B_2707 SST folder as it is in the Aircraft folder of FS2002 or FS2004.
Please copy all files in the \gauges folder onto the gauge in the Gauges folder of FS2002 or FS2004.
A general gauge is saved for the gauge bundled this time.
The Gauges of CONCORDE, 737-400, EXTRA-300, kingair, Beach_Baron and GPS are not bundled.
Please set up it by yourself.
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[ About the operations ]
Shift+"E" = Exit Door Open/Shut
"/" = Air Brake Open/Shut
F5-F8 = Flap, Swing-wing, Slat Open/Shut
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!! A special key operation !!
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Concorde Nose Key = Drooping Nose Down/Up
This key is an arbitrary key that you are setting as key for Concorde Nose operation.
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[ About free software ]
All aircraft that I made are free software.
The reprint and the repaint may go freely.
However, please defend the following conditions.
1.The change in contents of this file is prohibited.
(Please distribute it like the Zip file of the current state when distributing it. )
2.Please neither reverse-assembly nor never remodel(convert) it of the aircraft model.
3.Please don't bundle my airframe(MDL file) in the package of your works when you open the repaint to the public.
(Please open only the texture to the public. )
4.Don't use DXT format for making texture.
Please make it by the format that everyone can change.
It is necessary to be able to read and change with usual drawing software.
5.It is prohibited to bundle and to open a new panel to the public to my aircraft model.
(Please open only the panel to the public.
It is included in this file, and remodeling the panel that uses the panel background and the change in the panel background are prohibited. )
6.I maintain the copyright of the aircraft model and the panel background.
7.The copyright of the gauge belongs to the author.
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[ About the directions point in FS2004 ]
This aircraft model is made by using FSDS Ver2.24.
Therefore, it is possible to play basically in FS2004(FS9).
However........!!
For a wide large-scale aircraft, the distortion is caused and the phenomenon of the aerofoil tip's disappearing happens in the spot shooting mode.
If this phenomenon happens, Please switch to the spot shooting mode by using other small aircraft.
Afterwards, if this aircraft is selected, it is normally displayed.
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Please give mail to the following mail address when there is a recommendation of making the opinion and the thing that doesn't come.
KzIT16643VT@aol.com
2005/12/06
Fukuoka, Japan
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