Get a print high quality print of this here--> [link]
Thomas Jefferson was never much of a warrior history tells us, but yet again history is wrong. This is an image of one of the many attempts by Jefferson to battle all the manliest animals on earth while trying to teach them the ways of America.
In the year 2055 the world was invaded, humanity sat on the brink of destruction the world governments united and sent agents back in time to get the best general we'd ever known...Andrew Jackson and throughout his life he did a lot of cool shit, dueled people...a lot which is how he ended up with a musket ball in his chest pretty much exactly like Tony Stark.Went to war, gambled, etc etc .
This is a war portrait as he stands victorious in yet another battle.
FDR, arguable one of the best presidents of all time. Known for his program "The New Deal" and other such accomplishments, what is not not known is his many victories in battle against many different types of enemies. FDR possessed great power and technology as can be seen from his transforming wheel chair in which he slayed many foes.
Get a print high quality11x17 print of this here-->[link]
Just a motivational poster I made using a picture from the website cracked.com that reminded me of a quote I'd read about Roosevelt. I think the picture captures Marshall's words perfectly. Also, it's freaking hillarious...
The F-15 Eagle is an all-weather, extremely maneuverable, tactical fighter designed to gain and maintain air superiority in aerial combat. The Eagle's air superiority is achieved through a mixture of maneuverability and acceleration, range, weapons and avionics. The F-15 has electronic systems and weaponry to detect, acquire, track and attack enemy aircraft while operating in friendly or enemy-controlled airspace. Its weapons and flight control systems are designed so one person can safely and effectively perform air-to-air combat. It can penetrate enemy defense and outperform and outfight current or projected enemy aircraft.
The F-15's superior maneuverability and acceleration are achieved through high engine thrust-to-weight ratio and low wing loading. Low wing-loading (the ratio of aircraft weight to its wing area) is a vital factor in maneuverability and, combined with the high thrust-to-weight ratio, enables the aircraft to turn tightly without losing airspeed.
A multimission avionics system sets the F-15 apart from other fighter aircraft. It includes a head-up display, advanced radar, inertial navigation system, flight instruments, UHF communications, tactical navigation system and instrument landing system. It also has an internally mounted, tactical electronic-warfare system, "identification friend or foe" system, electronic countermeasures set and a central digital computer.
Through an on-going multistage improvement program the F-15 is receiving extensive upgrade involving the installation or modification of new and existing avionics equipment to enhance the tactical capabilities of the F-15.
The head-up display projects on the windscreen all essential flight information gathered by the integrated avionics system. This display, visible in any light condition, provides the pilot information necessary to track and destroy an enemy aircraft without having to look down at cockpit instruments.
The F-15's versatile pulse-Doppler radar system can look up at high-flying targets and down at low-flying targets without being confused by ground clutter. It can detect and track aircraft and small high-speed targets at distances beyond visual range down to close range, and at altitudes down to tree-top level. The radar feeds target information into the central computer for effective weapons delivery. For close-in dog fights, the radar automatically acquires enemy aircraft, and this information is projected on the head-up display.
The APG-63 radar was developed over 20 years ago and has an average mean time between failure less than 15 hours. APG-63 LRUs have become increasingly difficult to support both in the field and at the depot. First, individual parts have become increasingly unavailable from any source; incorporating newer technology parts often entails module redesign and fails to address the root cause. Second, continuing reliability deterioration impacts both sustainment, particularly during deployment, as well as ACCs ability to implement two-level maintenance. In addition, the APG-63 radar has virtually no remaining processing and memory capacity to accommodate software upgrades to counter evolving threats. The APG-63(V)1 radar has been designed for improved reliability and maintainability to address user requirements. The radar incorporates components designed for improved reliability and lower failure rates and enhanced diagnostics for improved fault detection and fault isolation. Along with other design features, these should improve radar reliability to 120 hours MTBM, an order of magnitude better than the existing APG-63.
An inertial navigation system enables the Eagle to navigate anywhere in the world. It gives aircraft position at all times as well as pitch, roll, heading, acceleration and speed information.
The F-15's electronic warfare system provides both threat warning and automatic countermeasures against selected threats. The "identification friend or foe" system informs the pilot if an aircraft seen visually or on radar is friendly. It also informs U.S. or allied ground stations and other suitably equipped aircraft that the F-15 is a friendly aircraft.
The Fiber Optic Towed Decoy (FOTD) provides aircraft protection against modern radar-guided missiles to supplement traditional radar jamming equipment. The device is towed at varying distances behind the aircraft while transmitting a signal like that of a threat radar. The missile will detect and lock onto the decoy rather than on the aircraft. This is achieved by making the decoys radiated signal stronger than that of the aircraft.
A variety of air-to-air weaponry can be carried by the F-15. An automated weapon system enables the pilot to perform aerial combat safely and effectively, using the head-up display and the avionics and weapons controls located on the engine throttles or control stick. When the pilot changes from one weapon system to another, visual guidance for the required weapon automatically appears on the head-up display.
The Eagle can be armed with combinations of four different air-to-air weapons: AIM-7F/M Sparrow missiles or AIM-120 Advanced Medium Range Air-to-Air Missiles on its lower fuselage corners, AIM-9L/M Sidewinder or AIM-120 missiles on two pylons under the wings, and an internal 20mm Gatling gun (with 940 rounds of ammunition) in the right wing root.
The current AIM-9 missile does not have the capabilities demonstrated by foreign technologies, giving the F-15 a distinct disadvantage during IR dogfight scenarios. AIM-9X integration will once again put the F-15 in the air superiority position in all arenas. The F-15/AIM-9X weapon system is to consist of F-15 carriage of the AIM-9X missile on a LAU-128 Air-to-Air (A/A) launcher from existing AIM-9 certified stations. The AIM-9X will be an upgrade to the AIM-9L/M, incorporating increased missile maneuverability and allowing a high off-boresight targeting capability.
Low-drag, conformal fuel tanks were especially developed for the F-15C and D models. Conformal fuel tanks can be attached to the sides of the engine air intake trunks under each wing and are designed to the same load factors and airspeed limits as the basic aircraft. Each conformal fuel tank contains about 114 cubic feet of usable space. These tanks reduce the need for in-flight refueling on global missions and increase time in the combat area. All external stations for munitions remain available with the tanks in use. AIM-7F/M Sparrow and AIM-120 missiles, moreover, can be attached to the corners of the conformal fuel tanks.
The F-15 Eagle began its life in the mid 1960s as the Fighter Experimental (FX) concept. Using lessons learned in Vietnam, the USAF sought to develop and procure a new, dedicated air superiority fighter. Such an aircraft was desperately needed, as no USAF aircraft design solely conceived as an air superiority fighter had become reality since the F-86 Sabre. The intervening twenty years saw a number of aircraft performing the air-to-air role as a small part of their overall mission, such as the primarily air-to-ground F-4 Phantom and the F-102, F-104 and F-106 interceptor designs. The result of the FX study was a requirement for a fighter design combining unparalleled maneuverability with state-of-the-art avionics and weaponry. An industry-wide competition ended on December 23, 1969 when McDonnell Douglas was awarded the contract for the F-15.
* The first F-15A flight was made on 27 July 1972, culminating one of the most successful aircraft development and procurement programs in Air Force history. After an accident-free test and evaluation period, the first aircraft was delivered to the Air Force on Novermber 14, 1974. In January 1976, the first Eagle destined for a combat squadron was delivered to the 1st Tactical Fighter Wing at Langley Air Force Base, Va. Three hundred and sixty-five F-15As were built before production of the F-15C began in 1978. In January 1982, the 48th Fighter-Interceptor Squadron at Langley Air Force Base became the first Air Force air defense squadron to transition to the F-15. After twenty years of service, the F-15A has recently been reassigned from active duty Air Force fighter squadrons to Air National Guard units. The F-15A is flown by Air National Guard squadrons in the states of Oregon, Missouri, Georgia, Louisiana, Hawaii, and Massachussets. * The first flight of the two-seat F-15B (formerly TF-15A) trainer was made in July 1973. The first F-15B Eagle was delivered in November 1974 to the 58th Tactical Training Wing, Luke Air Force Base, Ariz., where pilot training was accomplished in both F-15A and B aircraft. The F-15B incorporates a tandem seating configuration, with a second crewmember position aft of the pilot's seat. The primary purpose of the F-15B is aircrew training, with an instructor pilot occupying the rear seat while an upgrading pilot mans the front seat controls. The rear seat pilot has a full set of flight controls and can fly the aircraft throughout the envelope, including takeoff and landing. Even though space is sacrificed to accomodate the second crew member, the F-15B retains the same warfighting capability as the F-15A. In keeping with the trainer concept, however, the rear seat is not equipped with controls for the combat avionics and weaponry. In fact, the rear seat is not a mandatory crew position, and F-15Bs are often flown with empty rear cockpits. * The F-15C is an improved version of the original F-15A single-seat air superiority fighter. Additions incorporated in the F-15C include upgrades to avionics as well as increased internal fuel capacity and a higher allowable gross takeoff weight. The single-seat F-15C and two-seat F-15D models entered the Air Force inventory beginning in 1979. Kadena Air Base, Japan, received the first F-15C in September 1979. These new models have Production Eagle Package (PEP 2000) improvements, including 2,000 pounds (900 kilograms) of additional internal fuel, provision for carrying exterior conformal fuel tanks and increased maximum takeoff weight of up to 68,000 pounds (30,600 kilograms). Externally, the differences between the F-15A and F-15C are so slight as to make identification difficult; the only reliable indicator is the aircraft serial number. All F-15As have tail numbers starting with 73- through 77-, while F-15Cs have tail numbers beginning with 78- through 86-. The F-15C is the Air Force's primary air superiority fighter, serving with active duty units at Langley AFB, VA, Eglin AFB, FL, Mountain Home AFB, ID, Elmendorf AFB, AK, Tyndall AFB, FL, Nellis AFB, NV, Spangdahlem AB, Germany, Lakenheath AB, England and Kadena AB, Okinawa. The operational F-15C force structure is approximately 300 aircraft assigned to operational units. In the mid-1990s the F-15C experienced declining reliability indicators, primarily from three subsystems: radar, engines, and secondary structures. A complete retrofit of all three subsystems could be done for less than $3 billion. * The F-15D is a two-seat variant of the single-place F-15C. The primary purpose of the F-15D is aircrew training, with an instructor pilot occupying the rear seat while an upgrading pilot mans the front seat controls.
F-15C's, D's and E's were deployed to the Persian Gulf in 1991 in support of Operation Desert Storm where they proved their superior combat capability with a confirmed 26:0 kill ratio.
The F-15C has an air combat victory ratio of 95-0 making it one of the most effective air superiority aircraft ever developed. The US Air Force claims the F-15C is in several respects inferior to, or at best equal to, the MiG-29, Su-27, Su-35/37, Rafale, and EF-2000, which are variously superior in acceleration, maneuverability, engine thrust, rate of climb, avionics, firepower, radar signature, or range. Although the F-15C and Su-27P series are similar in many categories, the Su-27 can outperform the F-15C at both long and short ranges. In long-range encounters, with its superiorr radar the Su-27 can launch a missile before the F-15C does, so from a purely kinematic standpoint, the Russian fighters outperform the F-15C in the beyond-visual-range fight. The Su-35 phased array radar is superior to the APG-63 Doppler radar in both detection range and tracking capabilities. Additionally, the Su-35 propulsion system increases the aircrafts maneuverability with thrust vectoring nozzles. Simulations conducted by British Aerospace and the British Defense Research Agency compared the effectiveness of the F-15C, Rafale, EF-2000, and F-22 against the Russian Su-35 armed with active radar missiles similar to the AIM-120 Advanced Medium Range Air-to-Air Missile (AMRAAM). The Rafale achieved a 1:1 kill ratio (1 Su-35 destroyed for each Rafale lost). The EF-2000 kill ratio was 4.5:1 while the F-22 achieved a ratio of 10:1. In stark contrast was the F-15C, losing 1.3 Eagles for each Su-35 destroyed. F-15E Strike Eagle
Although the slogan of the F-15's original design team was "Not a pound for air-to-ground," the F-15 has long been recognized as having superior potential in the ground attack role. In 1987 this potential was realized in the form of the F-15E Strike Eagle. The mission of the Strike Eagle is as succinct as that of its air-to-air cousin: to put bombs on target. The F-15E is especially configured for the deep strike mission, venturing far behind enemy lines to attack high value targets with a variety of munitions. The Strike Eagle accomplishes this mission by expanding on the capabilities of the air superiority F-15, adding a rear seat WSO (Weapon Systems Operator) crewmember and incorporating an entirely new suite of air-to-ground avionics.
The F-15E is a two seat, two engine dual role fighter capable of speeds up to MACH 2.5. The F-15E performs day and night all weather air-to-air and air-to-ground missions including strategic strike, interdiction, OCA and DCA. Although primarily a deep interdiction platform, the F-15E can also perform CAS and Escort missions. Strike Eagles are equipped with LANTIRN, enhancing night PGM delivery capability. The F-15E outbord and inboard wing stations and the centerline can be load with various armament. The outboard wing hardpoint are unable to carry heavy loads and are assign for ECM pods. The other hardpoints can be employed for various loads but with the use of multiple ejection racks (MERs). Each MER can hold six Mk-82 bombs or "Snakeye" retarded bombs, or six Mk 20 "Rockeye" dispensers, four CBU-52B, CBU- 58B, or CBU-71B dispensers, a single Mk-84 (907 kg) bomb F- 15E can carry also "smart" weapons, CBU-10 laser quided bomb based on the Mk 84 bomb, CBU-12, CBU-15, or another, laser, electro-optical, or infra-red guided bomb (including AGM-G5 "Marerick" air-to-ground) missiles.
Conformal Fuel Tanks were introduced with the F-15C in order to extend the range of the aircraft. The CFTs are carried in pairs and fit closely to the side of the aircraft, with one CFT underneath each wing. By designing the CFT to minimize the effect on aircraft aerodynamics, much lower drag results than if a similar amount of fuel is carried in conventional external fuel tanks. This lower drag translate directly into longer aircraft ranges, a particularly desirable characteristic of a deep strike fighter like the F-15E. As with any system, the use of CFTs on F-15s involves some compromise. The weight and drag of the CFTs (even when empty) degrades aircraft performance when compared to external fuel tanks, which can be jettisoned when needed (CFTs are not jettisonable and can only be downloaded by maintenance crews). As a result, CFTs are typically used in situations where increased range offsets any performance drawbacks. In the case of the F-15E, CFTs allow air-to-ground munitions to be loaded on stations which would otherwise carry external fuel tanks. In general, CFT usage is the norm for F15Es and the exception for F-15C/D's.
The F-15E Strike Eagles tactical electronic warfare system [TEWS] is an integrated countermeasures system. Radar, radar jammer, warning receiver and chaff/flare dispenser all work together to detect, identify and counter threats posed by an enemy. For example, if the warning receiver detects a threat before the radar jammer, the warning receiver will inform the jammer of the threat. A Strike Eagles TEWS can jam radar systems operating in high frequencies, such as radar used by short-range surface-to-air missiles, antiaircraft artillery and airborne threats. Current improvements to TEWS will enhance the aircrafts ability to jam enemy radar systems. The addition of new hardware and software, known as Band 1.5, will round out the TEWS capability by jamming threats in mid-to-low frequencies, such as long-range radar systems. The equipment is expected to go into full production sometime in late 1999.
The Defense Department plans to sustain production of the F-15E for at least two more years, purchasing three aircraft in both FY 1998 and FY 1999. Without FY 1998 procurement, the F-15 production line would begin to close in the absence of new foreign sales. These six additional aircraft, together with the six aircraft approved by Congress in FY 1997, will sustain the present 132-plane combat force structure until about FY 2016. Under current plans by 2030, the last F-15C/D models will have been phased out of the inventory and replaced by the F-22. Service Life
Designed in the 1960s and built in the 1970s, the F-15A - D aircraft has now been in service for over twenty years. While the Eagle's aerodynamics and maneuverability are still on a par with newer aircraft, quantum leaps in integrated circuit technology have made the original F-15 avionics suite obsolete. The objective of the Multi-Stage Improvement Program (MSIP) was to set the Eagle in step with today's vastly improved information processing systems. Some F-15C/D aircraft (tail numbers 84-001 and higher) came off the assembly line with MSIP in place. All F-15A/B/C/D aircraft produced before 84-001 will receive the MSIP retrofit at the F-15 depot. Improvements incorporated via MSIP vary between F-15A/B and F-15C/D aircraft; the C/D MSIP has been completed. However, all air-to-air Eagles gain improved radar, central computer, weapons and fire control, and threat warning systems.
The purpose of the F-15 Multi-stage Improvement Program (MSIP) was to provide maximum air superiority in a dense hostile environment in the late 1990s and beyond. All total, 427 Eagles received the new avionics upgrades. Along with later model production aircraft, these retrofitted aircraft would provide the Combat Air Forces (CAF) with a total MSIP fleet of 526 aircraft. The MSIP upgraded the capabilities of the F-15 aircraft to included a MIL-STD-1760 aircraft/weapons standard electrical interface bus to provide the digital technology needed to support new and modern weapon systems like AMRAAM. The upgrade also incorporated a MIL-STD-1553 digital command/response time division data bus that would enable onboard systems to communicate and to work with each other. A new central computer with significantly improved processing speed and memory capacity upgraded the F-15 from 70s to 90s technology, adding capacity needed to support new radar and other systems. The original Eagle had less computer capacity than a 1990s car. Some of the work prefaced the addition of the Joint Tactical Information Distribution System, adding space, power, and cooling that would allow the new avionics to run in the harsh environments in which the Eagle operates. The new programmable armament control set (PACS) with a multi-purpose color display (MPCD) for expanded weapons control, monitoring, and release capabilities featured a modern touch screen that allowed the pilot to talk to his weapons. A data transfer module (DTM) set provided pre-programmed information that customized the jet to fly the route the pilot had planned using mission planning computers. An upgrade to the APG-63 Radar for multiple target detection, improved electronic counter-countermeasures (ECCM) characteristics, and non-cooperative target recognition capability enabled the pilot to identify and target enemy aircraft before he was detected or before the enemy could employ his weapons. An upgrade of the advanced medium range air-to-air missile (AMRAAM), that carried up to eight missiles, represented an improvement that complimented the combat-proven AIM-7 Sparrow by giving the pilot capability to engage multiple targets to launch and leave, targeting and destroying enemy fighters before they could pose a threat. The upgraded Radar Warning Receiver (RWR) and an enhanced internal countermeasures set (ICS) on F-15C/D models improved threat detection and self-protection radar jamming capability that allowed pilots to react to threat and to maneuver to break the lock of enemy missiles.
The F-15 initial operational requirement was for a service life of 4,000 hours. Testing completed in 1973 demonstrated that the F-15 could sustain 16,000 hours of flight. Subsequently operational use was more severely stressful than the original design specification. With an average usage of 270 aircraft flight hours per year, by the early 1990s the F-15C fleet was approaching its service-design-life limit of 4,000 flight hours. Following successful airframe structural testing, the F-15C was extended to an 8,000-hour service life limit. An 8,000-hour service limit provides current levels of F-15Cs through 2010. The F-22 program was initially justified on the basis of an 8,000 flight hour life projection for the F-15. This was consistent with the projected lifespan of the most severely stressed F-15Cs, which have averaged 85% of flight hours in stressful air-to-air missions, versus the 48% in the original design specification.
Full-scale fatigue testing between 1988 and 1994 ended with a demonstration of over 7,600 flight hours for the most severely used aircraft, and in excess of 12,000 hours on the remainder of the fleet. A 10,000-hour service limit would provide F-15Cs to 2020, while a 12,000-hour service life extends the F-15Cs to the year 2030. The APG-63 radar, F100-PW-100 engines, and structure upgrades are mandatory. The USAF cannot expect to fly the F-15C to 2014, or beyond, without replacing these subsystems. The total cost of the three retrofits would be under $3 billion. The upgrades would dramatically reduce the 18 percent breakrate prevalent in the mid-1990s, and extend the F-15C service life well beyond 2014.
The F-15E structure is rated at 16,000 flight hours, double the lifetime of earlier F-15s. Foreign Military Sales
The Eagle has been chosen by three foreign military customers to modernize their air forces. Japan has purchased and produces an air-to-air F-15 known as the F-15J. Israel has bought F-15A, B, and D aircraft from USAF inventories and is currently obtaining an air-to-ground version called the F-15I. Similarly, Saudi Arabia has purchased F-15C and D aircraft and acquired the air-to-ground F-15S. F-15I Thunder
Israel has bought F-15A, B, and D aircraft from USAF inventories and is currently obtaining an air-to-ground version called the F-15I. The two seat F-15I, known as the Thunder in Israel, incorporates new and unique weapons, avionics, electronic warfare, and communications capabilities that make it one of the most advanced F-15s. The F-15I, like the US Air Force's F-15E Strike Eagle, is a dual-role fighter that combines long-range interdiction with the Eagle's air superiority capabilities. All aircraft are to be configured with either the F100-PW-229 or F110-GE-129 engines by direct commercial sale; Night Vision Goggle compatible cockpits; an Elbit display and sight helmet (DASH) system; conformal fuel tanks; and the capability to employ the AIM-120, AIM-7, AIM-9, and a wide variety of air-to-surface munitions.
F-15 production, which began in 1972, has been extended into 1999 by orders F-151 aircraft for Israel. Israel selected the F-15I in January, 1994 after evaluating a variety of aircraft to meet its defense needs. The government of Israel initially ordered 25 F-15I Thunders, powered by two Pratt & Whitney F100-PW-229 low bypass turbofan engine. This foreign military sale was valued at $1.76 billion dollars. The Israeli Air Force received the first two of 25 F-15I aircraft in January 1998. On 22 September 1998 the US Department of Defense announced the sale to the Government of Israel of 30 F-15I aircraft; 30 AN/APG-70 or AN/APG-63(V)1 radar; and 30 each LANTIRN navigation and targeting pods. Associated support equipment, software development/integration, spares and repair parts, flight test instrumentation, publications and technical documentation, personnel training and training equipment, US Government and contractor technical and logistics personnel services, and other related requirements to ensure full program supportability will also be provided. The estimated cost was $2.5 billion. F-15S Peace Sun IX
F-15 production has been extended into 1999 by orders for 72 F-15S aircraft for Saudi Arabia. Peace Sun IX is an F-15 Foreign Military Sales production program, with development, to deliver 72 F-15S aircraft including support equipment, spares, and training to the Royal Saudi government. Saudi Arabia has purchased a total of 62 F-15C and D aircraft and later procured the F-15S, which is a two-seater aircraft based on the F-15E airframe, with downgraded avionics, downgraded LANTIRN pods, and a simplified Hughes APG-70 radar without computerised radar mapping. Four F-15S Eagles were delivered in 1995. On 10 November 1999 the last of 72 F-15S aircraft was delivered to Saudi Arabia. In November 1995 Saudi Arabia purchased 556 GBU-15 Guided Bomb Units (including six training units), 48 data link pods, personnel training and training equipment and other related elements of logistics support. The estimated cost is $371 million. Saudi Arabia would use the GBU-15s to enhance the stand off attack capability of the F-15S aircraft. F-15J Peace Eagle Japan has purchased and produced a total of 223 air-to-air F-15 known as the F-15J, assembled in Japan from largely indigenously manufactured sub-assemblies and equipment. The Mitsubishi F-15J/DJ Eagle is the principal air superiority fighter operated by the JASDF. These differ from the F-15C/D with the deletion of sensitive ECM, radar warning, and nuclear delivery equipment. The AN/ALQ-135 is replaced by indigenous J/ALQ-8 and the AN/ALR-56 RHAWS is replaced by J/APR-4.
Specifications Primary Function Tactical fighter. Contractor McDonnell Douglas Corp. Power Plant Two Pratt & Whitney F100-PW-100 turbofan engines with afterburners. Thrust (C/D models) 25,000 pounds each engine ( 11,250 kilograms). Length 63 feet, 9 inches (19.43 meters). Height 18 feet, 8 inches (5.69 meters). Wingspan 42 feet, 10 inches (13.06 meters) Speed 1,875 mph (Mach 2.5-plus) at 45,000 ft. Ceiling 65,000 feet (19,697 meters). Maximum Takeoff Weight (C/D models) 68,000 pounds (30,600 kilograms). Range 3,450 miles (3,000 nautical miles) ferry range with conformal fuel tanks and three external fuel tanks. Armament 1 - M-61A1 20mm multibarrel internal gun, 940 rounds of ammunition 4 - AIM-9L/M Sidewinder and 4 - AIM-7F/M Sparrow missiles, or combination of AIM-9L/M, AIM-7-F/M and AIM-120 missiles. F-15C Weapon Loads AIM AIM AIM AGM 20 7 9 120 88 MM 4 4
900 4 2 2 900 2 2 4 900 4 4 4 900
4 4 4 900
8 900 F-15E Weapon Loads
12 CBU-52 (6 with wing tanks) 12 CBU-59 (6 with wing tanks) 12 CBU-71 (6 with wing tanks) 12 CBU-87 (6 with wing tanks) 12 CBU-89 (6 with wing tanks) 20 MK-20 (6 with wing tanks)
# AN/AVQ-26 Pave Tack # AN/AXQ-14 Data Link System # LANTIRN Crew F-15A/C: one. F-15B/D: two. Unit cost $FY98 [Total Program] $43 million. Date Deployed July 1972 Production [for USAF] 360 F-15A/B 408 F-15C 61 F-15D 203 F-15E Total Inventory 275 F-15A/B 410 F-15C/D 203 F-15E
Approximately 100 F-15s are in storage @ AMARC PMAI Primary Mission Aircraft Inventory 45 F-15A/B Air National Guard Air Defense Force 45 F-15A/B Air National Guard 126 F-15C/D Air Combat Command 90 F-15C/D Pacific Air Forces 36 F-15C/D US Air Forces Europe 342 F-15A/C TOTAL
66 F-15E Air Combat Command 18 F-15E Pacific Air Forces 48 F-15E US Air Forces Europe 132 F-15E TOTAL
Only combat-coded aircraft and not development/ test, attrition reserve, depot maintenance, or training aircraft.
The Pegasus unmanned air vehicle was initially developed under private funding by the integrated systems sector of Northrop Grumman at El Segundo in California. Pegasus received its X-47A designation in June 2001.
The X-47A provided a proof of concept for the Defense Advanced Research Projects Agency (DARPA) and the US Navy UCAV-N programme, and is spiral 0 in the spiral development programme targeted towards US Navy requirements. A similar programme managed by DARPA and the US Air Force covered the development of the Boeing X-45 targeted towards the US Air Force requirement.
DARPA announced the joint unmanned ombat air vehicle (J-UCAS) programme to meet both the air force and naval requirements. In October 2005, DARPA handed the programme over to a joint USN and USAF office. The spiral 1 development phase under the J-UCAS programme includes the design of the improved demonstrator air vehicles, X-45C and the X-47B. "The X-47 Pegasus is a US Navy unmanned combat air vehicle with a stealthy planform design."
The roll out ceremony of the proof-of-concept X-47A vehicle was in July 2001 and the first flight was successfully completed in February 2003.
The X-47B is a larger variant of the X-47A. In August 2004, DARPA awarded the contract to Northrop Grumman for three X-47B demonstrator UCAVs and an operational assessment phase to last from 2007–2009.Construction of the X-47B began in June 2005.
In February 2006, the J-UCAS programme was cancelled by the US Department of Defense and the USAF and USN were to follow separate UAV programmes. Northrop Grumman halted work on the X-47B.
In August 2007, Northrop Grumman was selected by US Navy for the unmanned combat air system demonstrator (UCAS-D) with a version of the X-47B with Pratt & Whitney F100-PW-229 engine. The programme is to demonstrate the suitability of an autonomous UAV for aircraft carrier operations and identify critical technologies.
Two demonstrator air vehicles are being built. The first was rolled out in December 2008. Flight testing is scheduled to begin in late 2009, carrier landings in 2011 and the programme will conclude in 2013. It will include catapult take-offs, arrested landings and flight in the immediate vicinity of the carrier. X-47 Pegasus air vehicle
The airframe is a stealthy planform design. It is diamond-kite shaped with a 55° backward sweep on the leading edge and a 35° forward sweep on the trailing edge. The X-47A has a wingspan of 8.47m and is 8.5m long; the dimensions of the X-47B have yet to be finalised.
Scaled Composites Inc of Mohave, California, were contracted to manufacture the all-carbon composite airframe. The air vehicle has no tail or vertical fin. Instead of a traditional rudder for yaw control, the upper and lower surfaces are each fitted with two sections of moving surfaces. A large elevon is clearly visible at the mid-section of each trailing edge.
The vehicle is robustly built for carrier take-off and landings and uses a conventional wheeled take-off and landing with an arrestor hook. The retractable tricycle-type landing gear consists of a single nose wheel, twin wheel main landing gear and a fully retractable arrestor hook. Smiths Aerospace is providing the landing gear for the X-47B. "In April 2007, Northrop Grumman submitted a bid to the US Navy for the unmanned combat air system demonstrator (UCAS-D)." Pegasus avionics
The Pegasus is equipped with an avionics suite supplied by BAE Systems Platform Solutions of Johnson City, New York. The avionics and vehicle management computer performs flight control processing, autopilot control, engine control processing, mission command and control, navigation and other functions.
The computer features an embedded, open-architecture CsLEOS real-time operating system which uses 'brick-wall' time and memory partitioning to allow multiple applications to run on the same system without interfering with each other.
The system also provides multiple scheduling modes, allowing users to switch between different schedule profiles in real time.
The navigation systems include the US Navy shipboard relative global positioning system (SRGPS) automatic landing system. Turbofan engines
The Pegasus is powered by a single Pratt & Whitney Canada JT15D-5C turbofan engine rated at 14,19kN. The air vehicle carries 472kg of fuel but has a maximum capacity of 717kg of fuel for long-range operations or for increased loiter times.
X-47B Specifications Wingspan......................................62.1 ft Length...........................................38.2 ft Altitude..........................................> 40,000 ft Range............................................> 2,100 nm Top Speed.....................................High subsonic PowerPlant....................................Pratt & Whitney F100-PW-220U System Provisions Autonomous Aerial Refueling........Probe & Drogue (USN) Boom Receptacle (USAF) Weapons Bays..............................4,500 lb Sensors.........................................EO / IR / SAR / ISAR / GMTI / MMTI / ESM
The Northrop Grumman (formerly Ryan Aeronautical) RQ-4 Global Hawk (known as Tier II+ during development) is an unmanned aerial vehicle (UAV) used by the United States Air Force as a surveillance aircraft.
In role and design, the Global Hawk is similar to the Lockheed U-2, the venerable 1950s spy plane. It is a theater commander's asset to both provide a broad overview and systematically target surveillance shortfalls. The Global Hawk air vehicle is able to provide high resolution Synthetic Aperture Radar (SAR)that can penetrate cloud-cover and sandstormsand Electro-Optical/Infrared (EO/IR) imagery at long range with long loiter times over target areas. It can survey as much as 40,000 square miles (100,000 square kilometers) of terrain a day.
Potential missions for the Global Hawk cover the spectrum of intelligence collection capability to support forces in worldwide peace, crisis, and wartime operations. According to the Air Force, the capabilities of the aircraft will allow more precise targeting of weapons and better protection of forces through superior surveillance capabilities.
The "R" is the Department of Defense designation for reconnaissance; "Q" means unmanned aircraft system. The "4" refers to it being the fourth of a series of purpose-built unmanned aircraft systems.
The Global Hawk costs about $35 million USD each (actual per-aircraft costs; with development costs also included, the per-aircraft cost rises to $123.2 million USD each
Development RQ-4 Global Hawk.ogv Play video RQ-4 Global Hawk USAF video
 Initial development
The first seven aircraft were built under the Advanced Concept Technology Demonstration (ACTD) program, sponsored by DARPA, in order to evaluate the design and its capabilities. Due to world circumstances, the capabilities of the aircraft were in high demand, so the prototype aircraft were operated by the U.S. Air Force in theater in the War in Afghanistan.
In an unusual move, the aircraft entered initial low-rate production concurrently while still in engineering and manufacturing development. Nine production Block 10 aircraft (sometimes referred to as RQ-4A configuration) were produced, two of which were transferred to the US Navy. Two more were sent to Iraq to support operations there. The final Block 10 aircraft was delivered on June 26, 2006.
In order to increase the aircraft's capabilities, the airframe was redesigned, with the nose section and wings being stretched. The changes, with the designation RQ-4 Block 20, allow the aircraft to carry up to 3,000 pounds of internal payload. These changes were introduced with the first Block 20 aircraft, the 17th Global Hawk produced, which was rolled out in a ceremony on August 25, 2006. First flight of the Block 20 from the USAF Plant 42 in Palmdale, California to Edwards Air Force Base took place on March 1, 2007. Developmental testing of Block 20 took place in and 2008. Future Block 30 and 40 aircraft, similar in size to the Block 20, are scheduled for development from 2008 to 2010. 
 Cost overruns
Program development cost overruns had put the Global Hawk system at risk of cancellation. Per-unit costs in mid-2006 were 25% over baseline estimates, caused by both the need to correct design deficiencies as well as increase the system's capabilities. This caused some concerns about a possible congressional termination of the program if its national security benefits could not be justified. However, in June 2006, the Global Hawk program was restructured. Completion of an operational assessment report by the Air Force was slipped due to manufacturing and development delays from August 2005 to November 2007. The operational assessment report was released in March 2007 and production of the 54 air vehicles planned has been extended by two years to 2015.
 United States Navy
The United States Navy took delivery of two of the Block 10 aircraft to be used to evaluate maritime surveillance capabilities, designated N-1. The initial example, Bureau Number 166509, was tested in a naval configuration at Edwards Air Force Base for several months, later ferrying to NAS Patuxent River on March 28, 2006 to begin the Global Hawk Maritime Demonstration (GHMD) program. Navy squadron VX-20 was tasked with operating the GHMD system. 
In the spring of 2006, the GHMD aircraft took part in a demonstration of the type's ability to conduct maritime drug interdiction surveillance, completing four flights over the Caribbean and off the coast of Florida, locating and identifying numerous airborne and surface targets.
The GHMD aircraft flew in the Rim of the Pacific (RIMPAC) exercise for the first time in July, 2006. Although RIMPAC operations were in the vicinity of Hawaii, the aircraft was operated from Edwards, requiring flights of approximately 2,500 miles (4,000 km) each way to the operations area. Four flights were performed, resulting in over 24 hours of persistent maritime surveillance coordinated with USS Abraham Lincoln and Bonhomme Richard. As a part of the demonstration program, Global Hawk was tasked with maintenance of maritime situational awareness, contact tracking, and imagery support of various exercise operations. The imagery obtained by Global Hawk was transmitted to NAS Patuxent River for processing before being forwarded on to the fleet operations off Hawaii, thus exercising the global nature of this aircraft's operations.
Northrop Grumman entered a version of the RQ-4B in the US Navy's Broad Area Maritime Surveillance (BAMS) UAV contract competition. On 22 April 2008 the announcement was made that the Northrop Grumman RQ-4N had won the bid, with the Navy awarding a contract worth $1.16 billion.
In December 2007, two Global Hawks were transferred from the U.S. Air Force to NASA's Dryden Flight Research Center at Edwards Air Force Base. Initial research activities beginning in the second quarter of 2009 will support NASA's high-altitude, long-duration Earth science missions. The two Global Hawks were the first and sixth aircraft built under the original DARPA Advanced Concept Technology Demonstration program, and were made available to NASA when the Air Force had no further need for them.  Northrop Grumman is an operational partner with NASA and will use the aircraft to demonstrate new technologies and to develop new markets for the aircraft, including possible civilian uses.
NATO has announced that it expects to have a fleet of up to eight Global Hawks by the year 2012. The aircraft are to be equipped with MP-RTIP radar systems. NATO has budgeted 1 billion for the project, and a letter of intent has been signed, although contracting with Northrop Grumman has not been finalized. 
 Luftwaffe EuroHawk mock-up at the ILA 2006
The German Luftwaffe has ordered a variant of the RQ-4B equipped with European sensors, dubbed EuroHawk. It combines a normal RQ-4B airframe with an EADS reconnaissance payload.
The aircraft is based on the Block 20/30/40 RQ-4B, but will be equipped with EADS' SIGINT package to fulfil Germany's desire to replace their aging Dassault-Breguet Atlantique electronic surveillance aircraft. A first batch of 5 EuroHawks will be delivered for the Luftwaffe from 2010 on.
The costs for the initial five aircraft are approx. 430 million for the development, and 430 million for the actual procurement.
 Potential operators
Australia had considered the purchase of a number of Global Hawk aircraft for maritime and land surveillance. The Global Hawk was to be assessed against the RQ-1 Mariner in trials in 2007. If selected the Global Hawk aircraft would have operated in conjunction with manned P-8A Poseidon aircraft by 10 and 11 Squadrons of the RAAF. This combination, or a similar one, would replace existing AP-3C Orion aircraft in 2018. With the current economic situation, and the delivery schedule pushed back to 2015; the Australian government had decided to cancel the order. 
Canada is also a potential customer, looking at the Global Hawk for maritime and land surveillance as either a replacement for its fleet of CP-140 Aurora patrol aircraft or to supplement manned patrols of remote Arctic and maritime environments. Spain has a similar requirement, and has existing contacts with Northrop Grumman. 
South Korea's Defense Acquisition Program Administration (DAPA) had expressed interest in acquiring at least four RQ-4B and support equipment by 2011 to increase the intelligence capabilities of the South Korean military after the return of the Wartime Operational Control from the U.S. to ROK, and has allocated approximately USD$19m for evaluation purposes. There is ongoing debate among government officials on whether to take the US offer of Global Hawks or to press on with their domestic UAV development program.
The RQ-4 is powered by an Allison Rolls-Royce AE3007H turbofan engine with 7,050lbf (3,200 kgf / 31.4 kN) thrust, and carries a payload of 2,000 pounds (900 kilograms). The fuselage is mostly of conventional aluminum airframe construction, while the wings are made of carbon composite.
The Global Hawk is the first UAV to be certified by the FAA to file its own flight plans and use civilian air corridors in the United States with no advance notice. This potentially paves the way for a revolution in unmanned flight, including that of remotely piloted cargo or passenger airliners.
 Integrated system The Global Hawk's wings, fuselage, fairings, nacelles, and tails are manufactured from high strength-to-weight composites.
The Global Hawk UAV system comprises an air vehicle segment consisting of air vehicles with sensor payloads, avionics, and data links; a ground segment consisting of a Launch and Recovery Element (LRE), and a Mission Control Element (MCE) with embedded ground communications equipment; a support element; and trained personnel.
The Integrated Sensor Suite (ISS) is provided by Raytheon and consists of a synthetic aperture radar (SAR), electro-optical (EO), and infrared (IR) sensors. Either the EO or the IR sensors can operate simultaneously with the SAR. Each of the sensors provides wide area search imagery and a high-resolution spot mode. The SAR has a ground moving target indicator (GMTI) mode, which can provide a text message providing the moving target's position and velocity. Both SAR and EO/IR imagery are processed onboard the aircraft and transmitted to the MCE as individual frames. The MCE can mosaic these frames into images prior to further dissemination.
Navigation is via inertial navigation with integrated Global Positioning System updates. Global Hawk is intended to operate autonomously and "untethered" using a satellite data link (either Ku or UHF) for sending sensor data from the aircraft to the MCE. The common data link can also be used for direct down link of imagery when the UAV is operating within line-of-sight of users with compatible ground stations.
The ground segment consists of a Mission Control Element (MCE) and Launch and Recovery Element (LRE), provided by Raytheon. The MCE is used for mission planning, command and control, and image processing and dissemination; an LRE for controlling launch and recovery; and associated ground support equipment. (The LRE provides precision differential global positioning system corrections for navigational accuracy during takeoff and landings, while precision coded GPS supplemented with an inertial navigation system is used during mission execution.) By having separable elements in the ground segment, the MCE and the LRE can operate in geographically separate locations, and the MCE can be deployed with the supported command's primary exploitation site. Both ground segments are contained in military shelters with external antennas for line-of-sight and satellite communications with the air vehicles.
 Sensor packages
The Global Hawk carries the "Hughes Integrated Surveillance & Reconnaissance (HISAR)" sensor system. HISAR is a lower-cost derivative of the ASARS-2 package that Hughes developed for the Lockheed U-2. HISAR is also fitted in the US Army's RC-7B Airborne Reconnaissance Low Multifunction (ARLM) manned surveillance aircraft, and is being sold on the international market. HISAR integrates a SAR-MTI system, along with an optical and an infrared imager. All three sensors are controlled and their outputs filtered by a common processor. The digital sensor data can be transmitted at up to 50 Mbit/s to a ground station in real time, either directly or through a communications satellite link.
The SAR-MTI system operates in the X-band and provides a number of operational modes:
* The wide-area MTI mode can detect moving targets within a radius of 62 miles (100 kilometers). * The combined SAR-MTI strip mode provides 20 foot (6 meter) resolution over a swath 23 miles (37 kilometers) wide at ranges from 12.4 to 68 miles (20 to 110 kilometers). * The SAR spot mode can provide 6 foot (1.8 meter) resolution over 3.8 square miles (10 square kilometers), as well as provide a sea-surveillance function.
The visible and infrared imagers share the same gimballed sensor package, and use common optics, providing a telescopic close-up capability. It can be optionally fitted with an auxiliary SIGINT package. To improve survivability, the Global Hawk is fitted with a Raytheon developed AN/ALR-89 self-protection suite consisting of the AN/AVR-3 Laser Warning System, AN/APR-49 Radar Warning Receiver and a jamming system. An ALE-50 towed decoy also aids in the Global Hawk's deception of enemy air defenses. 
In July, 2006, the Air Force began testing segments of the improved Global Hawk Block 30 upgrades in the Benefield Anechoic Facility at Edwards AFB. This version incorporates an extremely sensitive SIGINT processor known as the Advanced Signals Intelligence Payload. 
In September 2006, testing began on a new specialty radar system, the Multi-Platform Radar Technology Insertion Program, or MP-RTIP, onboard the Scaled Composites Proteus. Once validated, one Global Hawk will be modified to carry this radar set, and the other, larger variant (known as the Wide-Area Surveillance or WAS sensor) will be installed on the Air Force E-10 MC2A testbed or E-8 Joint STARS aircraft.
 Operational history
Air Force Global Hawk flight test evaluations are performed by the 452nd Flight Test Squadron at Edwards AFB. Operational USAF aircraft are flown by the 9th Reconnaissance Wing, 12th Reconnaissance Squadron at Beale Air Force Base. While testing the first two production aircraft, a delay in take off required a late night call to file a flight plan. When FAA received the call to fill in fields on his computer for SOBs (souls on board), his reply was, 'the computer can't take 0'.
Global Hawk ATCD prototypes have been used in the War in Afghanistan and in the Iraq War. While their data-collection capabilities have been praised, the aircraft did suffer a high number of accidents, with two of the aircraft, more than one quarter of the aircraft used in the wars, being lost. According to Australian press reports, the crashes were due to "technical failures or poor maintenance", with a failure rate per hour flown over 100 times higher than the F-16 fighters flown in the same wars. The manufacturer stated that it was unfair to compare the failure rates of a mature design to that of a prototype plane, and pointed to a lack of trained maintenance staff and spare parts.
On March 21, 2001, aircraft number 982003, the third ACTD aircraft produced, set an official world endurance record for UAVs, at 30 hours, 24 minutes and 1 second, flying from Edwards. During the same flight, it set an absolute altitude record of 19,928 meters (65,380.6 ft), which was later broken by the NASA Helios Prototype (although the absolute record was broken, the Global Hawk's record still stands in its FAI class category).
On April 24, 2001 a Global Hawk flew non-stop from Edwards in the US to RAAF Base Edinburgh in Australia, making history by being the first pilotless aircraft to cross the Pacific Ocean. The flight took 22 hours, and set a world record for absolute distance flown by a UAV, 13,219.86 kilometers (8,214.44 mi).
On December 30, 2001 a Global Hawk crashed in Afghanistan.
On July 10, 2002 a Global Hawk crashed in Pakistan due to an apparent engine failure.
RQ-4A Initial production version for the USAF, 59 built. RQ-4B Improved version with increased payload, wingspan increased to 130.9ft (39.8m) and length increased to 47.7ft (14.5m), due to the increased size and payload the range is reduced to 8,700nm  RQ-4N For USN Broad Area Maritime Surveillance role.
 Miniature variant
Scaled Composites and Northrop Grumman are also offering a 50% proportional shrink of the RQ-4A, currently known as the Model 396, as part of the USAF Hunter-Killer program.
* United States Air Force o Air Combat Command + 9th Reconnaissance Wing - Beale Air Force Base, California # 1st Reconnaissance Squadron # 12th Reconnaissance Squadron + 53rd Wing # 31st Test and Evaluation Squadron - Edwards Air Force Base, California o Air Force Reserve Command + 610th Regional Support Group # 13th Reconnaissance Squadron - Beale Air Force Base, California * United States Navy * NASA o Dryden Flight Research Center
 Specifications (RQ-4A)
* Crew: 0 * Length: 44 ft 5 in (13.5 m) * Wingspan: 116 ft 2 in (35.4 m) * Height: 15 ft 2 in (4.6 m) * Empty weight: 8,490 lb (3,850 kg) * Gross weight: 22,900 lb (10,400 kg) * Powerplant: 1 × Allison Rolls-Royce AE3007H turbofan engine, 7,050 lbf (31.4 kN) each
* Cruise speed: 404 mph (650 km/h) * Endurance: 36 hours * Service ceiling: 65,000 ft (20,000 m)
This is something I made for the Map of the Fortnight contest over on alternatehistory.com. The challenge was to make a map showing a scenario which is the reverse of a scenario from our timeline. The map shows a scenario in which France invades Germany via the Low Countries in the early 1900s, as a sort of reverse Schlieffen Plan.
The point of divergence from our own history is prior to the Franco-Prussian war - specifically France buys some of the breech-loading steel cannons that historically gave Prussia such a great advantage in the Franco-Prussian war from our timeline. It's not enough to win the war, but it's enough to prevent it going quite as disastrously as it did historically, so the Emperor isn't captured by the Prussian forces and the Second Empire continues on after the war.
The Franco-Prussian war was won before it was fought. Whilst France's soldiers sported the superior Chassepot rifle, this was the largest of only a few advantages the great power had. Prussia, meanwhile, had the advantage of the superior breech-loading steel artillery provided by Alfred Krupp, and whilst France had purchased some similar "Kruppstahl" cannons under the insistence of Emperor Napoleon III, most of France's artillery remained tried and tested muzzle-loading bronze designs. In addition to this, Prussia's use of railways to quickly mobilise and manoeuvre its forces had no equal in French military doctrine, and Prussia's army was the only one in the world with the benefit of a dedicated General Staff.
The Prussians beat France back from the border, and got so far as to besiege Paris. Though they never marched on the city themselves, their previous victories and the untenability of the French position led to a French surrender, and the transfer of Alsace-Lorraine - now Elsaß-Lothringen - to Germany.
France had been decisively defeated, but it was not out of the game for good. The French Emperor, Napoleon III, immediately set about analysing why France had lost, and how it could remove its disadvantages. A French General Staff was created, and French military doctrine was radically rewritten for a new age of warfare.
The Emperor was not only concerned with military doctrine and the nature of the army's equipment, but also with geopolitics. Traditionally France had one of the largest armies in Europe, but was unable to bring it to bear against any one foe due to its central position. In the run-up to the Franco-Prussian war, the Prussian Chancellor Otto von Bismarck had diplomatically isolated France, ensuring they had no allies to come to their defence. Though Napoleon III died in 1873, his campaign to break up von Bismarck's Dreikaiserbund - an alliance of the German, Austro-Hungarian, and Russian empires - continued with his son Napoleon IV, who helped break up the Bund in 1875, and obtained a mutual defence pact with Russia in 1879, in order to counter the dual alliance of Germany and Austria-Hungary. This broke France's isolation, and Napoleon IV instantly began diplomatic overtures with Italy and Britain, hoping to ensure the neutrality of both in the event of a war between France and Germany. These diplomatic ties improved greatly once Kaiser Wilhelm II dismissed Otto von Bismarck as German chancellor in 1890 - the Kaiser pursued a much more aggressive foreign policy than the Iron Chancellor von Bismarck had, alienating many nations who were leaning towards the German camp.
In the years between 1900 and 1910 tensions between the Franco-Russian bloc and the German-Austro-Hungarian bloc grew, as dissent in Austro-Hungarian Bosnia - supported by Kingdom of Serbia - threatened to bring Russia (Serbia's ally) and Austria to war. The French Chief of Staff at the time, Joseph Joffre, decided that France's current preparations for a potential war with Germany were inadequate, and so oversaw a radical change in French military strategy. Reasoning that German fortifications in Alsace-Lorraine were too formidable to attack from the front, Joffre formed a plan of attack whereby a number of French armies would march through neutral Belgium and the Netherlands, catching the German defences off-guard and surrounding them. This plan was further modified over the years, eventually becoming Plan XVII.
The opportunity for war came in 1911. Austria-Hungary claimed it had evidence linking a number of Serbian nationals to a series of terrorist attacks and assassinations in Bosnia, and demanded their extradition. Serbia refused to extradite a number of the alleged terrorists, leading Austria-Hungary to declare war, ostensibly to protect its territory from foreign terrorists.
Germany backed up Austria-Hungary's invasion, and said it would defend Austria-Hungary if any nation attacked it as a result. Russia, seeing itself as the protector of all Slavic nations and having provided Serbia with much aid in the past, declared war on Austria-Hungary and Germany, calling in its major ally, France.
Plan XVII was then put into action, with troops being mobilised and moved quickly into position for the initial assault. Unfortunately for France, it had underestimated many things - the effectiveness of the Russian army, the willingness of Britain to go to war over the issue of Belgian neutrality, the efficiency of Germany's own mobilisation plans, and the effectiveness of the Belgian and Dutch troops to name but a few. On paper the Plan looked perfect - almost infallible - but no plan survives contact with the enemy, and this is all the more true for plans as audacious and radical as Plan XVII.
I don't have a full explanation for this map yet, unfortunately, but I'd rather it didn't just sit around rotting on my hard drive, so I'm going to upload it.
The point of divergence centres around the Seven Years War, which goes a bit differently in terms of America. Britain beats France and takes all of New France, including Louisiana west of the Mississippi, which in our timeline was given to Spain. This means that the Acadian French don't flee en mass to Louisiana in the belief that it will remain French, and instead attempt to either return to France, or remain in Acadia.
British policy, however, is to dilute the French Acadian population with English-speaking colonists. This takes place both in a drive to colonise Acadia with British colonists, and in a brutal campaign to drive Acadians out of Acadia and into areas already predominantly English-speaking (primarily the New England colonies and New York).
Instead of diluting possible rebellious sentiments, this spreads the unrest to New England and New York. The region was already unstable due to the imposition of various "Intolerable Acts", but Acadian leaders masterfully add their own expulsion and the massacre of many hundreds of Acadians as another of Britain's many crimes against its colonies. This sparks an earlier American revolution, one where the colonies' populations are much more divided over the issues. Whilst some of the thirteen colonies were considered to be loyal to the British crown in our timeline, in this one no state can be considered to be steadfast in their loyalty; a significant portion of all their populations supports revolution and independence.
The British respond to the revolution in force, and George Washington is appointed by the Continental Congress to lead the Continental Army against their oppressors. Washington makes some early blunders, and is forced to retreat to Virginia to regroup. This is one of the major reasons why he is not considered the almost messianic figure he was in our timeline. This retreat, whilst it was certainly the sanest thing to do in Washington's position, was seen as a slight by the people of Maryland in particular, and the population of all states north of Virginia in general. It was seen as an abandonment of Washington's responsibilities to all the separate states, and this fostered a belief that Washington, as a Virginian, was out to protect Virginia above all others.
Washington's retreat to Virginia was also a blow to the Congress' and France's confidence in his abilities. France was waiting for Washington to prove his worth and win a battle against the British, and therefore show that the Americans could win this war with French help. Washington later advanced and fought an almost phyrric battle against the British forces. It was a victory, if a poor one, and it was enough for France to throw their lot in with the revolutionaries and declare war on Britain.
With France's help the American rebellion had become a war between two great powers, a war that the Americans and the French would go on to win.
What had begun with a riot in Boston had ended with the independence of over half of Britain's American empire. France had gained Louisiana west of the Mississippi back, and the satisfaction of knowing that it had managed to knock Britain down a notch or two.
The newly independent states were far from united, however. Border disputes with each other and with colonies still under Britain's control were common, and occasionally broke out into small conflicts between the militia of the different states. The central government was too weak to do anything to stop the conflict and unite the states. A new constitution was written, but it was rejected by many of the states; it placed too much power in the hands of men they simply could not trust. The Congress ignored the will of the states, and the states ignored the Congress. Chaos reigned.
It became clear that the republican form of government that the Founding Fathers aspired to was either flawed or would simply not work in such an atmosphere of regional conflict.
Another constitution was written, calling for a King to rule the American States. The issue was with who this King was to be; if the American people could not decide on a President to rule them for a few years, they could hardly decide on a King to rule them for the rest of his life. The King could not be an American, as no American could appeal to all states, but then who could he be? That was when a German noble put himself forward for the position.
In our timeline Christian Friedrich Karl Alexander of the House of Hohenzollern had no children, but in this world he did. Christian Alexander died in the mid-1780s, leaving the Margravates of Brandenburg-Ansbach and Brandenburg-Bayreuth to his son, William Augustus.
William was a learned man, with a good head for organisation and a silver tongue that could speak German, Dutch, French and English. He had sold his Margravate to Prussia in 1790, and so had no obligations in Europe. Further still, he was married with a young son; a young son that could be brought up to be a truly American King. As a candidate he seemed perfect, but several state legislatures still rejected the new constitution, that was until William paid them each a visit.
William spoke English with no discernible German accent, and he spoke it fluently. He had been keeping up with developments in the American colonies since the end of the Seven Years War, and was able to quote many of the great men who fostered the revolution. His oratory skills were not always enough to convince everyone that confirming him as King would be in their best interests, but William was a keen political negotiator, and he exploited his knowledge of the different states' histories to make enough promises to convince those last few crucial legislators. The new constitution was passed, and William made the first King of the American States.
William was certainly not a man to sit about idly, and he quickly made good on many of his promises, negotiating treaties between states in order to confirm their borders and even negotiating the Treaty of Albany with Britain, cementing the American States' borders with British North America, most importantly the confirmation of the control of the Ontario area by New York.
Regional rivalries persisted, however, and various voting blocks persisted despite the newly found national unity. Seeing this, William talked with members of the Continental Congress on the possibility of demanding certain frontier territories from the various states, and reforming them as new states. The idea was to balance out the regional blocks, and to create neutral states that belonged to none of them. The idea was approved, and various new states popped up overnight. New York lost the Ontario area, but gained the State of Ontario's legislators and Congressmen as closely-aligned voters. Virginia, North Carolina and Georgia lost various inland territories, but gained Kentucky, Tennessee and Montgomery as allies in Congress. In 1800 the new state of Erie was created, and quickly fell in line with most North-East states in terms of voting.
Now, it is 1801, and interesting events are taking place in France...
To cut a long story short: a different Seven Years War leads to a different American revolution. America's "experiment" in republicanism fails leading to an enlighted, constitutional monarchy, but regional differences persist and all is not well in Europe.
Oh, and you may be wondering about the title; the full term is "The King is dead! Long live the King!", which originally refers to the seamless passage of the title from the deceased King to his heir. In this case "The King is dead!" refers to the ending of British oppression under King George III, and "Long live the King!" is a celebration of King William's enlightened reign.
The flag of the Kingdom of the American States from this map [link] called "The Grand Blue" in contrast to the American warflag, which is called "The Glorious Blue", or sometimes just "The Blue". The blue comes from the colour of American military uniforms, the sixteen stars represent the sixteen founding states (the thirteen from our world, plus Vermont, East Florida and West Florida), and the stripes represent war in red and peace in white (as the American States gained their independence through war there are more red stripes than white, in order to remind people of the nation's origins, and the occasional necessity of war).
I’m doing some concept work on this video game project.
Wanna help get it made?
The DeadCoats are Coming
In Halloween, 2011 Neo-Pangea hatched the idea to create the world’s first Flash First Person Shooter, and they called it - DeadCoats. Built as an experiment in under three weeks, it was unleashed to the world. The game instantly received rave reviews and legions of fans demanded more, and it’s not hard to see why.Who wouldn’t want to relive the great American Revolution as founding-father Ben Franklin with a lightning-powered musket, zapping the heads off of DeadCoat zombies?
Now the Neo Pangea crew is trying to take it to the next level,and they’d like your help.
Mordian is the embodiment of the Nazi and 3rd reich in 40k setting. Being racist, pure blood, uniform, jewsterminatus, hitlol, yadda yadda and awesome weaponries and discipline~
the hive world is a highly regimented society, its subjects separated by a caste system of high spire, mid spire, lower spire and underhive inhabitants. Majority of Mordia citizen are conscripted into the guard as imperial tithe, it is a tradition, of martial servitude.
but of course, as you would guess, a low spire soldier could not become lord commander, even if he is blessed by the emprah. the caste system is both a political governing body of the masses as well as a tool of discipline. Officers only came from the top spire and men of lower tiers are to serve them without questions, or it is heresy. With this, throughout millennias, the reputation of the Ironguard as a ruthless, discipline and effective martial force is forged.
Ironhearts is senior veterans of the low spire, (mid spire can buy their way into junior officer while underhivers is cursed with a lifetime as levy troops and cannon fodder) their years of service marking them as heroes of the regiment they come from, but could not promote any further into officer school due to the caste system. Thusly, created the storm-trooper/elite role where they serve out the ends of their lives. Younger Mordians look up to them as grandfather exemplars, legendary hero figures, the old breed, the soul of the fighting regiment and they rally around them. Ironhearts are as much as a spiritual core as well as a fearsome fighting machine. Skills honed throughout a lifetime of war and carnage, these men are cold blooded killers who said farewell to mercy and compassion along with the foes they have slayed along the way, long time ago. what is left is just the honor of serving the imperium till the last day of their life. Most have serious augmentic surgery and holders of the prestigious Iron Aquilla and Macharius Sash.
When the jagged and ancient stone formations on shrine world Salamis burst into life and revealed several webway portals, with numerous Alaitoc craftworld eldars pouring forth for reasons unknown; the Imperial authority there was dying to know their motives for this unexpected visit.
False Hope Phantom VIII was one of many regiments fighting over the world from the grasp of a Ork Warband in the southern coastal continents and isles.
When the starstriders moved into their area of operation, the False Hope commander have as much suspicion on them as the Imperial Tactica high Command. Wasting no time, several sharpshooter units were dispatched to observe the Eldars on remote jungle isles and atolls.
Unit 39, Corporal Markus Roper & Pfc. Balin Salem had meet their elusive foes, perhaps too close for comfort.
Alien versus predator (in human form) ^^
Human Sharpshooters: Cunning +4 Semi auto rifle +3 0 armor