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Boeing 2707
The Boeing 2707 was an American supersonic passenger airliner project during the 1960s. After winning a competition for a government-funded contract to build an American supersonic airliner, Boeing began development at its facilities in Seattle, Washington. The design emerged as a large aircraft with seating for 250 to 300 passengers and cruise speeds of approximately Mach 3. It was intended to be much larger and faster than competing supersonic transport (SST) designs such as the Concorde.
The SST was the topic of considerable concern within and outside the aviation industry. From the start, the airline industry noted that the economics of the design were questionable, concerns that were only partially addressed during development. Outside the field, the entire SST concept was the subject of considerable negative press, centered on the issue of sonic booms and effects on the ozone layer.
A key design feature of the 2707 was its use of a swing-wing configuration. During development, the required weight and size of this mechanism continued to grow, forcing the team to switch to a conventional delta wing. Rising costs, environmental concerns, noise, and the lack of a clear market led to its cancellation in 1971 before two prototypes were completed.
Boeing began small-scale SST studies in 1952. In 1958, it established a permanent SST research group, which was spending $1 million a year by 1960 (equivalent to $10,883,000 in 2025). It proposed a variety of alternative designs, all under the name Model 733. Most of the designs featured a large delta wing, but in 1959 another design was offered as an offshoot of Boeing's efforts in the swing-wing TFX program. In 1960, Boeing ran an internal competition for a 150 seat transatlantic SST design, and the swing-wing version won.
Shortly after taking office, President John F. Kennedy tasked the Federal Aviation Administration with preparing a report on "national aviation goals for the period between now and 1970". The study was prompted in the wake of several accidents, which led to the belief that the industry was becoming moribund. Two projects were started, Project Beacon on new navigational systems and air traffic control, and Project Horizon on advanced civil aviation developments.
Only one month later the FAA's new director, Najeeb Halaby, produced the Commission on National Aviation Goals, better known as Project Horizon. Among other suggestions, the report was used as a platform to promote the SST. Halaby argued that a failure to enter this market would be a "stunning setback". The report was met with skepticism by most others. Kennedy had put Lyndon Johnson on the SST file, and he turned to Robert McNamara for guidance. McNamara was highly skeptical of the SST project and savaged Halaby's predictions; he was also afraid the project might be turned over to the DoD and was careful to press for further studies.
The basic concept behind the SST was that its fast flight would allow them to fly more trips than a subsonic aircraft, leading to higher utilization. However, it did this at the cost of greatly increased fuel use. If fuel costs were to change dramatically, SSTs would not be competitive. These problems were well understood within the industry; the IATA released a set of "design imperatives" for an SST that were essentially impossible to meet—the release was a warning to promoters of the SST within the industry.
By mid-1962, it was becoming clear in the US that tentative talks earlier that year between the British Aircraft Corporation and Sud Aviation (later Aérospatiale) on a merger of their SST projects were more serious than originally thought. In November 1962, still to the surprise of many, the Concorde project was announced. In spite of marginal economics, nationalistic and political arguments had led to wide support for the project, especially from Charles de Gaulle. This set off something of a wave of panic in the US, as it was widely believed that almost all future commercial aircraft would be supersonic, and it looked like the Europeans would start off with a huge lead. As if this were not enough, it soon became known that the Soviets were also working on a similar design.
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Boeing 2707
The Boeing 2707 was an American supersonic passenger airliner project during the 1960s. After winning a competition for a government-funded contract to build an American supersonic airliner, Boeing began development at its facilities in Seattle, Washington. The design emerged as a large aircraft with seating for 250 to 300 passengers and cruise speeds of approximately Mach 3. It was intended to be much larger and faster than competing supersonic transport (SST) designs such as the Concorde.
The SST was the topic of considerable concern within and outside the aviation industry. From the start, the airline industry noted that the economics of the design were questionable, concerns that were only partially addressed during development. Outside the field, the entire SST concept was the subject of considerable negative press, centered on the issue of sonic booms and effects on the ozone layer.
A key design feature of the 2707 was its use of a swing-wing configuration. During development, the required weight and size of this mechanism continued to grow, forcing the team to switch to a conventional delta wing. Rising costs, environmental concerns, noise, and the lack of a clear market led to its cancellation in 1971 before two prototypes were completed.
Boeing began small-scale SST studies in 1952. In 1958, it established a permanent SST research group, which was spending $1 million a year by 1960 (equivalent to $10,883,000 in 2025). It proposed a variety of alternative designs, all under the name Model 733. Most of the designs featured a large delta wing, but in 1959 another design was offered as an offshoot of Boeing's efforts in the swing-wing TFX program. In 1960, Boeing ran an internal competition for a 150 seat transatlantic SST design, and the swing-wing version won.
Shortly after taking office, President John F. Kennedy tasked the Federal Aviation Administration with preparing a report on "national aviation goals for the period between now and 1970". The study was prompted in the wake of several accidents, which led to the belief that the industry was becoming moribund. Two projects were started, Project Beacon on new navigational systems and air traffic control, and Project Horizon on advanced civil aviation developments.
Only one month later the FAA's new director, Najeeb Halaby, produced the Commission on National Aviation Goals, better known as Project Horizon. Among other suggestions, the report was used as a platform to promote the SST. Halaby argued that a failure to enter this market would be a "stunning setback". The report was met with skepticism by most others. Kennedy had put Lyndon Johnson on the SST file, and he turned to Robert McNamara for guidance. McNamara was highly skeptical of the SST project and savaged Halaby's predictions; he was also afraid the project might be turned over to the DoD and was careful to press for further studies.
The basic concept behind the SST was that its fast flight would allow them to fly more trips than a subsonic aircraft, leading to higher utilization. However, it did this at the cost of greatly increased fuel use. If fuel costs were to change dramatically, SSTs would not be competitive. These problems were well understood within the industry; the IATA released a set of "design imperatives" for an SST that were essentially impossible to meet—the release was a warning to promoters of the SST within the industry.
By mid-1962, it was becoming clear in the US that tentative talks earlier that year between the British Aircraft Corporation and Sud Aviation (later Aérospatiale) on a merger of their SST projects were more serious than originally thought. In November 1962, still to the surprise of many, the Concorde project was announced. In spite of marginal economics, nationalistic and political arguments had led to wide support for the project, especially from Charles de Gaulle. This set off something of a wave of panic in the US, as it was widely believed that almost all future commercial aircraft would be supersonic, and it looked like the Europeans would start off with a huge lead. As if this were not enough, it soon became known that the Soviets were also working on a similar design.