Breguet 700 C2 (Heavy Fighter)

Breguet 700 C2 (Heavy Fighter)

Breguet 700 C2 (Heavy Fighter)

The Breguet 700 C2 (Destroyer) was the designation given to a heavy fighter that would have been based on the Br 691 two-seat attack bomber, which had itself been developed from the Br 690 twin-engined fighter. During 1939 the seventeenth Br 691 was re-engined with two 1,070 Gnôme & Rhône 14N 48/49 radial engines, and redesignated as the Br 697. This aircraft made its maiden flight on 19 October 1939, and was successful enough to convince the French air ministry to order to Br 700 prototypes on 17 February 1940. These would have shared the more powerful engines of the Br 697 and been more heavily armed than the Br 697, but the German invasion intervened, and the prototypes were never built.

Breguet 700 C2 (Heavy Fighter) - History

Air Power Australia is a non-profit entity established with the primary aim of air power research and analysis , especially in the context of a modern integrated joint national force structure.

Air Power Australia is not affiliated with the Department of Defence, the Australian Defence Force or any other Commonwealth organisation.

Air Power Australia Analyses is Australia's first online peer reviewed scholarly journal covering air power and related topics, established in 2004. Its aim is to provide a platform for academic and professional research, analysis and discussion papers focussed on the military science aspects of modern air power and its applications. Research publications cover the areas of policy, policy reform, strategy, technological strategy and basic technology. All publications are fully peer reviewed, and APA policy is to engage two or more reviewers for each publication.

This capability reduction is being effected in the short term by premature retirement of the F-111 strike fleet, which provided around 50% of the nation's strike capability. In the long term, myopic insistence on a single type replacement of the F/A-18A and F-111 forces, the preferred Joint Strike Fighter to be used in roles it was not defined for. It is thus not expected to provide the capability advantages historically enjoyed by the RAAF, as it is a battlefield strike and close air support system rather than a general purpose fighter bomber like the F-22A. Numerous industry proposals to affordably increase RAAF capability exist, for instance by further expansion of the tanker fleet using surplus commercial airliners.

Unless Australia rapidly implements aggressive policy changes in long term planning for the RAAF force structure, Australia's slide in capabilities relative to the Asia-Pacific-Indian region will continue unabated.

Air Power Australia was founded by Dr Carlo Kopp and Mr Peter Goon. The research findings presented by Air Power Australia are derived from rigorous quantitative analyses that have been peer reviewed in order to provide a benchmark for analytical technique and debate in Australia. Air Power Australia does not seek to dwell on the question of who is right or wrong when it comes to Australia's defence capability needs Air Power Australia will focus on what is right for Australia and future generations of Australians.

We hope APA website and associated endeavours contribute to securing a more appropriate air power force structure for the defence of current and future generations of Australians. Our future will depend on an RAAF force structure which is more cost effective, reflects the innovative Australian ethos and carries far less risk than that currently planned for by the Department of Defence.

To conquer the command of the air means victory to be beaten in the air means defeat and acceptance of whatever terms the enemy may be pleased to impose.

Victory will smile upon those who anticipate changes in the character of war, not upon those who wait to adapt themselves after changes occur.


  • layout
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    • AT winglet
    • engine
    • flight deck
    • BBJ MAX 7
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      • home
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          Refurbished P3 Orion

          The P3 Orion is what might be called, a veteran

          The P3 Orion Research Group has a great site to wander around the history of the P3 Orion but it has done the hard yards and whilst many are still in service we might consider how wise it would be to think about upgrading decades old aircraft as a Nimrod replacement!

          Still, lets consider some of the options.

          Taiwan, Canada, Portugal and Brazil have recently spent on upgrading older P3’s and to be honest, have ended up with a pretty capable collection of aircraft for less than the price of new.

          This video from Lockheed Martin describes the desert to delivery process

          You can just hear the people at the MAA choking

          Airbus Military will also do a nice line in P3 upgrades, the Brazilian P-3AM’s for example, the latest delivery happening only last month. The P-3AM’s are now fitted with the latest Airbus Military FITS mission system, the same as found on the C235/295 after being pulled from the US desert.

          The contract cost for 8 upgraded aircraft (from 12 base airframes) and associated services was $423m, about £32m each.

          In addition, all is not plain sailing because it has become clear that the wings are in a worse state than thought and may have to be replaced, the Airbus upgrade did not include re-winging.

          Speaking at the LAAD conference last year, Clay Fearnow, director, Maritime Patrol Programs said

          What we thought was the life left in the wings wasn’t exactly right, and the fatigue was worse than we initially believed

          Scouting the world for low fatigue airframes and running them through the Lockheed Martin Aircraft Service Life Extension Program (ASLEP) or Canadian equivalent before upgrading by Airbus Military might produce a reasonably capable fleet of aircraft for a reasonable pot of cash but, how much service would we actually get out of them and how much would the airworthiness process add to the final bill?

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          65,996,257 systems stored.
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          191,662,576 entries in 82,184 flight logs
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          9 steps to replacing motor mounts

          Next time you put your foot to the floor to accelerate away from a stop, or motor on up an on-ramp, take a second to fully appreciate what's happening. All the power created by the miracle of internal combustion going on inside the engine is smoothly making its way to the ground without the vehicle rattling itself apart from vibration, or the engine twisting its way through the hood. Despite the engine's best efforts to twist itself out of the engine compartment, the process of acceleration is largely uneventful thanks to the system of motor mounts holding the power plant firmly in place.

          How motor mounts work
          One end of the system bolts to the engine, and the other end is secured to the vehicle frame or subframe. Along with holding the engine in place, the motor mounts have another equally important function: They isolate the surrounding steel from all the vibration and shaking going on as the engine makes power. The motor mounts simultaneously hold things down and allow for movement. Save for a few very fancy viscous fluid or hydraulic type systems, most motor mounts accomplish this feat with just two metal parts bonded together with a rubber insulator in between. The rubber holds the two metal mounting points together and also allows for a small amount of movement while absorbing engine vibration and preventing it from reaching the rest of the vehicle.

          Assessing wear and tear
          Just like tires, kick balls, floor mats or anything else made of rubber that takes a beating, motor mounts can also wear out and fail. Time and thousands of stops and starts take their toll on the rubber holding the metal of the motor mounts together. The rubber can crack, become spongy or just plain fall apart. Liquids leaking onto the mount itself will accelerate this process. Oil, power steering fluid, transmission fluid, or any other leaking liquid falling down on the engine mount will speed its demise.

          Engine power modifications in conjunction with overly spirited driving can also overcome the original design specifications of the motor mount and cause torque-induced motor mount failure. If there's a whole lot of shaking, thunking and clunking coming from under the hood when you put the pedal to the metal, then it may be time to inspect and replace the motor mounts. If the engine is small, a good two-handed push or heave-ho may reveal way too much movement, and daylight shining through the two halves of the broken mount.

          Larger engines will require a jack and various blocks of wood in order for you to check for broken motor mounts. If a broken or cracked mount is found, chances are the others have been overstressed and are on their way out as well. Also keep in mind that, along with the usual two engine mounts, there is a third cousin, the transmission mount.

          The job
          Follow the steps below for some handy tips for replacing engine mounts. Inspecting and replacing worn or broken engine and transmission mounts will help the rubber meet the load.

          Step 1: Check for clearance against the firewall before attempting to raise the engine. Tearing radiator hoses, crimping AC lines or cracking distributor caps should be avoided.

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          Though not the hot rod the Nighthawk was, the Yamaha XJ650RJ Seca was a well respected, capable bike in its day. Though it’s down more than 30hp (some sources claim output is actually closer to 70hp) when compared with the 700 Nighthawk, it’s still a fine performer today and is visually very similar to the ‘Hawk, though it’s a bit softer all around. The press praised its balance of power and handling back in the day, and also found it to be quite comfortable and capable as a tourer, considering it’s size. So what are you looking for? If it’s a competent bike for running around town and touring your favorite backroads on the weekends, either bike will work. But if you’re looking for something a little brash, a little loud and a lot more powerful than the “norm,” you’ll want a Nighthawk or GPz over the Seca. MC

          Read more about the motorcycles mentioned in this article:
          – 1982 Yamaha XJ650RJ Seca

          Published on Jul 3, 2008

          How Does The Hot-Rod .357 Remington Maximum Stack Up:

          • This cartridge is a .310-inch elongation of the .357 Magnum.
          • It's capable of pushing a 125-grain bullet up to 1,800 fps at the muzzle.
          • Revolvers chambered for it tended to develop excessive gas-cutting on the top strap.

          Historical Notes

          The .357 Remington Maximum was announced as a joint venture between Remington Arms Co. and Sturm, Ruger and Co. This cartridge is a .310-inch elongation of the .357 Magnum case.

          Best Starter Kit for Concealed Carry:

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          The first handgun to chamber the round was the Ruger Blackhawk .357 Maximum single-action revolver, introduced in 1983. This was followed, in 1984, by the Dan Wesson double-action revolver, the Seville single-action, stainless steel revolver and finally, the Thompson/Center Contender single-shot pistol. During the same year, Harrington & Richardson chambered its Model 258 single-shot rifle for the round, as did Savage in its Model 24V and Model 24VS Camper over/under rifle-shotgun combination guns. Although Remington developed the commercial .357 Maximum, a similar wildcat cartridge was actually developed by Elgin Gates at an earlier time.

          Unfortunately, the .357 Remington Maximum revolvers all developed excessive gas-cutting on the top strap just forward of the cylinder within 1,000 rounds or so when fired with full factory loads. Ruger withdrew its Blackhawk .357 Maximum revolver from production, pending additional research and possible engineering changes. When Dan Wesson revolvers were still in production prior to the company’s purchase by CZ, it eliminated the problem by establishing a .002-inch barrel/cylinder gap for its .357 Maximum revolvers (the Dan Wesson revolvers have interchangeable barrels that are easily replaced and fine-tuned by the customer using a furnished gap tool). Top strap erosion, of course, isn’t a problem with the single-shot Thompson/Center Contender or the rifles chambering the .357 Maximum.

          Check Out Our: Reloading Data Center

          General Comments

          Efforts to develop ultra-high-velocity revolvers haven’t been crowned with unbridled success. The .22 Remington Jet in the Model 53 Smith & Wesson revolver is another example of a combination that was discontinued because of mechanical troubles. In the case of the .357 Maximum, the cartridge differs from the standard .357 Magnum only in case length, so one can drop back to shooting the .357 Magnum in any Maximum revolver or simply handload to lower-velocity levels using the Maximum case.

          Factory ballistics were taken in a 10.5-inch, vented test barrel, and actual muzzle velocity from a revolver with the same-length barrel is about 200 fps slower than the advertised figure.

          The .357 Remington Maximum was conceived primarily as an ultra-velocity, flat-trajectory silhouette cartridge. That it would also make a good field cartridge for hunting small and medium game is obvious. Many would consider it a good deer cartridge, but when used in a handgun, it would be rather marginal for that purpose. Of course, a good deal depends on the skill of the person using it and, as noted elsewhere, the older, less-powerful .357 Magnum has killed its share of big game. Certainly, the .357 Maximum has been used as a big-game handgun cartridge, but the measure of success has reflected more upon the person behind the gun than the cartridge.

          Editor's Note: This article is an excerpt from Cartridges of the World, 16th Edition.

          Watch the video: Maritime mastery with the Breguet Marine 5517 (January 2022).