the distance from New York to Los Angeles in under two hours.

更能在兩小時內從紐約飛到洛杉磯

Its development was backed by a billion in U.S. government funding and

有著來自美國政府的十億金援

an army of Boeing engineers.

以及大批的波音工程師的支援開發

And airlines were lining up to buy it.

眾多航空公司當時都排隊等著購買它

This, would've been America's answer to Concorde.

它，是美國對協和式噴射客機的回覆

The 1960's was a decade marked by relentless optimism for the future.

為什麼美國的超音速客機沒能實現

Laser beams, satellites, and moon landings.

1960年是個對未來充滿無限樂觀的年代

This was a decade in which the world was changing quickly.

雷射、人造衛星、登月計畫

In just a few short years, propeller driven aircraft had been replaced by sleek new jetliners.

這是個世界快速改變的年代

And while this new jet age was exciting, many were expecting an even bigger leap forward.

在短短的幾年內 螺旋槳客機逐漸被更先進的噴射客機取代

Air travel, was about to get a whole lot faster.

在這令人興奮的噴射機年代 有些人在期待著更進一步的發展

A 1950's propeller driven airliner could take 15 hours to fly from New York to London.

航空旅行正要發展到更快的境界

In the 1960's, a jet made that same flight in around seven hours.

1950年代的螺旋槳客機需要花十五小時才能從紐約飛到倫敦

But many were expecting that by the 1970's, supersonic transports would begin

而在1960年代同樣的航線 噴射客機只需七小時便能完成

replacing jets.

更有許多人深信在1970年代 超音速客機將開始取代一般噴射客機

And they would fly two or even three times the speed of jetliners.

這些超音速客機能以普通噴射客機 兩到三倍的速度飛行

And that would cut a New York to London flight down to under three hours.

這樣便能把紐約到倫敦的飛行時間 壓在三小時以內

By the end of the 1970's, hundreds of these supersonic transports were expected

人們期待上百架超音速客機能在 1970年末投入使用

to be flying.

幾乎所有美國的大型航空公司都在做著 發展自家超音速客機的美夢

And nearly every major American aircraft manufacturer was dreaming up plans for them.

但說到底，這都只是計劃

But these were still very much, just plans.

因為實際建造一架超音速客機是天大的挑戰

Because actually building a supersonic transport was an enormous challenge.

光是在技術上就是艱鉅的考驗

The technological hurdles alone, were daunting.

但超音速客機不只要飛得快

But supersonic transports wouldn't just need to fly fast, they'd need to be economical

更需要能讓航空公司賺錢

enough for airlines to actually operate.

而這些航空公司都已經採購大量噴射客機了

And these same airlines were already buying American made jetliners.

美國的民用飛行器市場幾乎飽和

U.S. manufacturers had the commercial aviation market, pretty much cornered.

所以沒有人想在這些計劃上花大錢

So there wasn't the will to invest the massive sums of money needed to get any of these plans

但在大西洋另一端的英法並沒有乾等

off the ground.

1962年兩國宣布合作發展協和式噴射客機

But across the Atlantic, the British and French weren't waiting around.

這樣的關係成為發展超音速客機的重要推手

In 1962, the two countries announced a partnership to build Concorde, and this marked the first

幾個月後蘇聯用圖144加入了超音速客機競賽

serious effort to actually build a supersonic airliner.

美國早在1962年以前就開始注意著協和式客機發展計劃

And a few months later, the Soviets also jumped into the race with their Tupolev 144.

這些年來美國目睹這計劃一步一步成形

The Americans had been keeping an eye on the Concorde program well before 1962.

這讓美國官員深感不安

Over the years, they watched the program transform from a concept to a serious enterprise.

因為如果英法成為第一個開啟超音速民航機市場

And that began to worry American officials.

毫無爭議的 這將影響到美國在民航機發展的領導地位

Because if the British and French would be the first to open up the supersonic transport

甚至讓航空產業的上千工作機會危在旦夕

market, and do so uncontested, well, that could seriously threaten America's lead

未來的美國總統也許就要被迫 坐上外國廠商的超音速客機了

in civil Aviation.

這時的航空公司開始展現對超音速客機的興趣

Thousands of aerospace jobs could be at stake.

當時全美最大國際航空公司，泛美航空

A future American President might one day be forced to fly around in a foreign built

甚至宣布有意購入協和式超音速客機

supersonic transport.

所以在1963年時，這場研發競賽開始了

And airlines, were now also beginning to show interest.

甘迺迪總統宣布政府將會資助超音速客機計劃

Pan American World Airways, at the time the largest American international carrier, even

全美各家航空器製造商受邀參與有著大膽目標的 設計競賽

announced its intention to buy Concordes.

設計目的為發展出飛得比協和式快得多、

So in 1963, the race was on.

大的多，又要比一般亞音速客機還划算的飛機

President Kennedy announced that the U.S. government would help fund the development

三家美國航空器製造商便遞出

of an American supersonic transport.

如設計要求一樣充滿野心的設計圖

Manufacturers were invited to participate in a design competition which outlined an

經過一年的評估 最後由波音的設計於1967年勝出

ambitious set of goals.

這就是波音的設計，2707計畫

Develop an aircraft considerably faster and larger than Concorde, with economics comparable

它將會飛得比協和式快得多

to regular subsonic jets.

這便帶來了大量需要用激進方式解決的技術難題

Just as ambitious were the design proposals from the three participating American manufacturers.

就像其他的超音速客機一樣 波音2707也非常流線型

But after years of evaluation, it was Boeing's design that was ultimately chosen in 1967.

同時它也採用諸多未曾在這麼大的飛機上 看過的設計

And this was Boeing's design entry, the 2707.

可變式後掠翼

It would fly considerably faster than Concorde, and that introduced a whole slew of technical

起降時波音2707的機翼會展開

challenges requiring some pretty radical solutions.

來幫助飛機減速並擁有更好的低速控制

Like all supersonic transports, the Boeing 2707's shape was highly streamlined.

在超音速飛行時機翼會向後收

But it also featured something unheard for a plane it's size.

來應對將近三倍音速帶來的空氣阻力

A variable geometry wing.

波音2707設有四具有後燃機的渦輪引擎

During landing and takeoff, the 2707's wings would be pivoted forward to allow for lower

為避免大量高溫造成危害 這些引擎被安置在飛機尾端

flight speeds and increased control.

但這會造成機尾過重

During supersonic cruise, its wings would be swept back to counter the massive aerodynamic

這表示波音2707將需要額外一組起落架

drag it would experience as it approached three times the speed of sound.

因為它將會飛得比協和式更快

The 2707 would be powered by four Turbojets fitted with afterburners.

空氣阻力將造成機表數百度的高溫

To counter the heat they generated, they were uniquely positioned under the aircraft at

這樣的高溫能使一般航空用鋁軟化

the rear.

因此波音將需要使用鈦合金來製造 機身、各機組零件

But this this made the plane rear heavy.

以面對高溫帶來的影響

And that meant the 2707 needed an extra set of landing gear.

同時它將飛得比一般噴射機更高 因此機艙需要更多的加壓

Because it would cruise considerably faster than Concorde, atmospheric friction would

機艙的窗戶就因此只剩下十五公分的大小了

heat the 2707's exterior to several hundred degrees Fahrenheit.

波音2707也會搭載先進的 機上娛樂系統

Temperatures hot enough to soften regular aircraft aluminum.

機艙內配有大量的電視

So Boeing would need to build the fuselage out of titanium, with components and systems

波音有自信讓波音2707在70年代中期 正式正式服務

all specially designed to withstand the enormous heat.

但這架飛機將1960年代的技術逼上極限

And it would fly much higher than a typical jet, which meant more pressurization.

當時的技術甚至都還沒準備好

Hence the tiny cabin windows which were only six inches.

首先，波音2707需要用的鈦合金 太過昂貴又難以處理

Luckily for passengers, the 2707 would feature an advanced in-flight entertainment system

可變翼結構太過複雜又過重

with a cabin full of televisions.

這些設計無法實現

Boeing was confident that the 2707 could enter service with airlines, by the mid-1970's.

最後波音被迫重新執筆設計

But this plane was pushing 1960's technology way beyond its limits.

而最後較實際的設計有著跟協和式一樣的三角翼

It wasn't even close to being ready.

但就算波音跨越了技術上的障礙

To start, the titanium alloy needed for the 2707's airframe was expensive and difficult

還有更大的問題等著

to work with.

飛機突破音障時會產生非常大聲的音爆在

The swing-wing mechanism was complex and enormously heavy.

超音速航道上的地區都聽得到

It wasn't going to work, and eventually, Boeing was forced back to the drawing board, designing

在一萬八千公尺高飛行的波音2707 產生的音爆能在五十公里外聽到

a plane with a more conventional delta wing, like Concorde.

經過評估，一次橫跨美國的飛行所產生的音爆

But even as Boeing struggled to work through massive engineering hurdles, there was an

能讓五百萬人聽到

even bigger problem.

若想知道人們的容忍程度

At supersonic speeds, aircraft generate loud sonic booms that can be heard along the entire

1964年奧克拉荷馬的好市民們

supersonic flight path.

六個月內每天都能聽到聯邦航空總署跟 空軍測試造成的音爆

A Boeing 2707 cruising at 60 thousand feet would produce a sonic boom heard as much as

由於超音速飛機經常飛過城市上空

30 miles away.

城內最高兩棟建築的玻璃因此被震破

It was estimated that a single transcontinental flight would produce sonic booms heard by

這些試驗被迫中止

over 5 million people.

超過一萬五千名居民表示抗議

And to see just how tolerant people were, in 1964, the good people of Oklahoma City

更有五千人受到財務損失

were to subjected six months of daily sonic boom testing by the FAA and Air Force.

百分之二十五的城市居民表示 再也無法忍受這些噪音

With supersonic jets regularly flying overhead, booms cracked windows on two of the city's

奧克拉荷馬市的超音速測試 才於美國超音速客機計畫宣布後幾個月開始測試

tallest buildings.

但這只是其中一個官方不想面對的警告

The tests were forced to end early.

美國航空產業的高度競爭與美國聲望危在旦夕

More than 15 thousand residents filed complaints and a further 5 thousand made claims

但因現實考量這計畫被迫擱置

for property damage.

然而，隨著1960年代的過去 這計將畫面臨更多種技術困難

A full quarter of the city's residents claimed they couldn't tolerate living with the noise.

這野心勃勃的計畫沒達到當初的標準

The Oklahoma boom tests happened only months after America's Supersonic effort was announced.

國內的反超音速客機聲浪也逐漸從小市民的擔憂

But it was one of many warning signs that officials seemed unwilling to acknowledge.

成長到國內環保團體團結反對

Practical realities were put on hold, because the competitiveness of America's aviation

大眾對音爆的反彈逐漸成為其他擔憂

industry and national pride remained at stake.

有些人害怕上百架在高空飛行的 超音速客機所排放的

But as the 1960s wore on, the program was plagued by technical setbacks.

氮氧化物會破壞臭氧層結構

The ambitious program requirements were not being met, and an anti-SST movement had grown

他們畫了一幅反烏托邦的未來圖像

from a handful of concerned citizens to a major national coalition of

描繪地球永遠被各種廢氣與水蒸氣瀰漫

environmental organizations.

1969年尼克森接任美國總統

Growing public opposition to sonic booms had spread to other kinds of other fears.

這時的超音速客機計畫早已耽擱數年

Some worried that hundreds of supersonic airliners flying at high altitude would emit enough

消耗的預算如氣球般膨脹 民眾的熱情更消耗殆盡

nitrogen oxide to destroy the ozone layer.

兩份針對超音速客機可行性的 政府全面性評估報告表示

They painted a picture of a dystopian future, where exhaust gases and water vapor would

應停止大眾集資計畫

cover the earth in a permanent haze.

因此做決定的擔子將由尼克森總統扛起

In 1969, Nixon took over the presidency.

在這50年內美國領先於世界的航空產業

By this point America's Supersonic Transport Program was delayed by years, its budget ballooning

我們決定繼續維持在這產業上的領先地位

out of control, and the public's enthusiasm wavering.

超音速客機計畫將持續進行

Two comprehensive reviews commissioned by the government questioned the future viability

這時，人們能看出波音2707期限已定

of supersonic transports, and recommended ending public funding for the program.

隨著美國經濟惡化

So now, it was on President Nixon' shoulders to make the difficult decision.

超音速客機發展計畫迅速成為一個政治議題

For fifty years, the United States has lead the world in air transport.

1971年國會停止資助超音速客機計畫

The decision that we announce today means that we will continue maintain leadership

波音2707計畫正式宣告胎死腹中

in this field.

兩年後，由於大眾對音爆問題的反感

The supersonic transport is going to be built.

美國聯邦航空總署禁止國內民用超音速飛行

But by this point, many could see that the Boeing 2707's days were clearly numbered.

這嚴重影響到協和式的商業潛力與

With a worsening economic situation in the United States, the program was quickly becoming

後來發展超音速客機的可行性

a contentious political issue.

1960年代很多人預測

In 1971 the U.S Senate rejected any further funding for the project and the Boeing 2707

接下來幾十年將會有上百超音速客機在天上飛行

officially died.

盡管協和式投入服務多年

Two years later, the FAA banned all civil supersonic aviation over the United States

只有十四架進入僅兩家航空公司服務

due to sonic boom noise concerns, greatly impacting the sales potential of the Concorde,

而蘇聯的圖144只維持八個月的 單一航線定期乘客服務

and the viability of any future supersonic transport.

當波音2707計畫取消時

During the 1960's many had predicted that hundreds of SSTs would fly the skies within

國際競爭造成國家聲望受損的考量 已經無法抵銷政治、經濟與環境壓力

the coming decades.

大眾對政府計畫與對科技的樂觀主義已大幅削減

While the Concorde flew many years, only 14 were ever delivered to just two airlines.

1960年代以後世界已明顯改變

The Soviet Union's TU-144 only flew regular passenger service for 8 months

感謝Audible贊助這支影片 使這頻道化為可能

on a single route.

去到audible.com/mustard或使用"mustard"代碼可以得到免費的30天優惠

When the 2707 project was canceled, the threat of foreign competition and concerns about

這樣你就能得到任何你想聽的書

national prestige were no longer great enough to offset political, economic and

我已成為Audible粉多年

environmental pressures.

尤其是現在，在製作這些影片、工作或閒暇時

The public's view of government programs and optimism over technology had waned.

我實在沒有時間坐下來閱讀

Over the course of the 1960's the world had clearly changed.

所以我索性不"看"書了

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用Audible聽有聲書

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有了Audible我隨時都能"聽"這些書

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無論是通勤、打掃或影片剪輯時

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總之Audible很棒 上面有很多優質內容 歡迎使用

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