ContentsUsage / Distribution / Permissions etc. Version History |
![]() |
Within the main zip file are four files:
file_id.diz -- description file, universal format
readme_first.txt -- read this first! (Hopefully you've already read it by now...)
please_do_not_distribute.txt -- a very explicit request, please read it!
XP-38N.zip -- contains all model files
In the following instructions, [FS2004] refers to the Flight Simulator 2004 main folder,
whose location (path) may vary depending on your installation.
1) Within the file XP-38N.zip is a folder called XP-38N_Lightning, which contains many
sub-folders. Using your unzip program, whether it be WinZip or the default XP zip tool,
unzip the file XP-38N.zip such that the folder called XP-38N_Lightning ends up in
[FS2004]\Aircraft folder, such that all the subfolders are contained within the
XP-38N_Lightning folder.
2) Using Windows Explorer, navigate to the [FS2004]/Aircraft/XP-38N_Lightning folder --
the one created in step 1.
3) Find and open the subfolder called 'gauges' and copy ALL its files to [FS2004]\Gauges
4) Find and open the subfolder called 'effects' and copy ALL its files to [FS2004]\Effects
5) Find and open the subfolder called 'other' and copy the file GaugeSound.dll to FS2004's
main folder [FS2004]. It is possible that it is already there. If so, choose the newest
version.
6) Back in the 'other' subfolder, copy the file 'p38diveflap.wav' to [FS2004]\Sounds.
You are now ready to run FS2004 and load the model.
=== Frequent Troubles due to Installation Problem === |
|
Can't see gauges in panel | Repeat step 3 and VERIFY the gauge files indeed made their way to [FS2004]\Gauges (sometimes people think they copied them there, only to find out they accidentally copied them to some other folder) |
No lights | Repeat step 4 and VERIFY all the files made their way into the [FS2004] effects folder. |
Model causes FS2004 to crash | Repeat steps 5 and 6 and VERIFY these files made their way to the proper location |
=== Important Notes === 1) This model is intended for FS2004 only. It might work in FSX, but
you're on your own ;-) |
Be sure to visit www.kazoku.org/xp-38n for the
latest updates, other P-38 models, and lots of P-38 pictures!
My contact information is available on my web site. If you have trouble getting it
running, and you followed the
instructions exactly, please contact me and I will be happy to help you get it flying in
your virtual skies.
Project XP-38N is my on-going effort to model what might have been the next version of the P-38 had the war not ended. (The last production model was designated 'M', so if there had been another, it would have been 'N'.) My first version was for FS98 and later versions subsequently supported CFS1, FS2000, CFS2 and FS2002. Beginning with XP-38N version 3, I used the base model to create late model production variants.
For version 4, Project XP-38N became more a personal exploration of the history of the P-38 through flight simulation and so I set out to build every major variant (as deemed by me): XP-38, P-38F, P-38G, P-38H, P-38J, F-5E, P-38L and P-38M. I have also made a P-38L Racer (including White Lightnin') and a few other odd variants.
With this release I have come full circle, back to the plane that started it all for me: the next generation Lightning. It has been over four and half years since I updated XP-38N and it has been great to come back to the original idea. I hope you enjoy flying this "what-if" creation.
(photo from my personal collection)
The Lockheed P-38 Lightning was one of the most prominent fighters throughout WWII in
both major theaters of operation. P-38s scored some of the first victories in the Pacific
Theater as they served in the arctic cold of Aleutian Islands. In Europe, they often
provided high-altitude long range escorts for bombers.
The P-38 was originally developed in response to the US Army Air Corps' need for a high
altitude 'interceptor' in the late 1930s. The Air Corps' requirements specified a craft
that could reach an altitude of 20,000 ft in six minutes, attain a top speed of 360 mph
and fly at full throttle for one hour. In addition, it would carry more armament that any
previous fighter.
Lockheed's legendary aeronautical engineer, Kelly Johnson, drew on his past experience
with twin-tail craft such as the Electra and proposed a twin-engine, twin-boom arrangement
with turbo-supercharged engines. (Kelly Johnson went on to design the F-104, the U-2 and
the SR-71.)
The XP-38 was first flown in January 1939. After logging just a few flight-test hours, it
embarked on a record-breaking cross-country flight that proved the capabilities of the
design, but also resulted in its demise when it plowed into a golf course just before
landing.
The only fighter-craft to remain in production throughout the war, the P-38 proved to be a
very versatile platform for a wide range of operations including long-range escort, photo
reconnaissance, fighter/interceptor, ground attack, and even formation bombing. It evolved
through several variations, each iteration more successful than the last.
Perhaps its strongest asset was its concentrated fire power. Being a twin engine aircraft
allowed it to have four guns and one cannon mounted in the nose. This clustered
arrangement meant that the guns did not have to be sighted to converge at some optimum
target range. In the hands of a skilled pilot, the Lightning was a formidable fighter.
No wonder America's top two fighter aces scored their victories in P-38s.
(photos from my personal collection)
However, it was not without its faults. Early into the European war it gained a
reputation for poor high altitude performance. Even though this was eventually traced to
the use of lower-grade British fuels, the reputation remained. The two liquid-cooled
Allison engines required a lot of attention, and there was trouble with the turbo
superchargers as well. The P-38 was the first aircraft to seriously encounter a
potentially fatal phenomenon: compressibility. During a high-speed dive the wings would
lose lift, resulting in loss of control. The enemy soon began exploiting this weakness to
elude the P-38s. The problem was finally solved when, late in the J series production,
dive recovery flaps were added which gave pilots the freedom to enter into high speed
dives with confidence. Early Lightnings also had poor roll rate and required a lot of
muscle to turn. When the dive recovery flaps were added during the J-25 production
block, hydraulically boosted ailerons were also added. This welcome addition gave
pilots "power steering," greatly increasing the roll rate.
As the need for night fighters increased, Lockheed produced the two-seater M series. The
addition of a radar operator relieved the pilot from radar duties and allowed him to
concentrate on the mission objectives.
Nearly 10,000 P-38s were built, the bulk of which where J and L series. After the end of
the war, the Army Air Force surplused them for $1,200 a piece. Of course you had to
arrange for delivery, which was no trivial task since as many of them were in the south
Pacific. Today, only a handful remain. Only a few are in flying condition.
[The following is fiction, but is based on some fact.]
About the time of the first test flight of the P-38M Night Lightning, work began on the
next series to be labeled 'N.' Lessons learned from the successes and failures of the L
series and some of the technology used in the M upgrades were incorporated into the
functional specifications for the N series. In addition, some ideas and concepts
tried in the XP-49 and XP-58 (both based on the P-38) were added to the N-series plans.
From the onset, Lockheed hoped the N-series would be the next generation, or third generation, of Lightnings. (The original prototype up through the H were the first generation, and the J and L/M were the second generation.) The USAAF was highly critical of the N-series plans, for they felt Lockheed's attention should be focused squarely on jet fighters, particularly the P-80 Shooting Star which was just on the verge of production. Yet, a few visionaries realized that jet fighters, while vastly superior in speed, were also severely limited in range. It was thought that a faster P-38 equipped with modern advances in space engineering, material sciences and avionics could still fill a needed role in the air force.
Lockheed had toyed with the idea of using a different engine for their twin fighter. The Rolls Royce Merlin was the usual candidate to replace the Allison, but various factors always pointed back to the Allison. As the N specifications were being drawn up, a close-knit group of Lockheed engineers secretly procured several Rolls Royce Griffon 85 engines for a concept feasibility study on an old P-38 'mule' airframe. While the mule never actually flew with the Griffons, the clandestine experiment proved that it would not take much to graft the Griffon onto the plane. And, on paper, when the Griffons were combined with the paddle-props from the short-lived P-38K program, the results looked very impressive.
Knowing that the entire N program was a gamble from the start, top brass at the company decided to gamble on the new engine as well. Packard was burdened heavily with making Merlins under license, so Lockheed sought out a company to build the Griffons under license. No deal was ever reached, but had the N ever gone to production, it was considered that the Caterpillar Tractor company -- makers of diesel engines -- would have converted one of their plants to produce the Griffon under license.
Even without a Griffon supplier, Lockheed pressed ahead with a firm strategy in mind:
to re-vamp the P-38 into a next generation long-range, high altitude, multi-purpose
attack/defense platform. While doing so, designers also addressed "legacy"
features that were thought useless. For instance, after too many pilots were killed
striking the horizontal stabilizer's external mass balances as they bailed out of doomed
P-38s, orders finally were issued to remove them from the design. As Kelly Johnson had
predicted years earlier, they affected the flight dynamics very little. A
replacement design was never needed. (During the development of the YP-38, these balances
were added in an attempt to fix a severe buffeting problem. The problem was solved when
fillets were added where the main wing joins the fuselage but the balances remained on all
subsequent variations.)
When VE day came, the US turned its full attention to the Pacific, and the need for longer
and higher altitude escort and photo-reconnaissance increased. Anticipating a
large-scale invasion of Japan, the military asked designers to delete the retractable
boarding ladder and move the components in the rear of the fuselage to make room for an
additional fuel tank. This could free the wing pylons from fuel duty and allow them to
carry ordnance, or it could permit longer range missions with the gas-guzzling Griffons.
When the rear components were moved, new innovations in space engineering along with
smaller components allowed the cockpit to be enlarged a little to give pilots a little
more room to stretch their arms and legs on long duration flights. Also, it was thought
that the extra room would facilitate conversion to a two-man configuration should the need
arise. During the planning, Lockheed returned to a concept explored in the
short-lived A-series experimental program, a pressurized cockpit, and considered it for
the N. Even an ejection seat was considered for later variants of the new cockpit.
In all, the following changes were proposed for the N-series:
The first N series prototype, dubbed 'XP-38N', and equipped with a pressurized cockpit and rear fuselage tank, was scheduled to roll out the second week of August '45. But two significant events, both occurring on Aug 6th, postponed the roll-out and flight test program: 1) The first atomic bomb, and 2) the untimely death of P-38 Ace R.I. Bong. Maj. Bong was working at Lockheed as a test pilot at the time and was scheduled to take part in XP-38N's roll-out ceremonies. Out of respect for the Ace, the program was postponed until after his burial. By the time XP-38N rolled out, Japan had surrendered and the war was over.
When XP-38N finally made its first appearance, onlookers observed that its airframe was
pretty much the same as the J and L series, with a few extra bulges containing the new
engines. However, the prototype's paint scheme stunned USAAF dignitaries: matte
black with large black and white, D-Day style invasion stripes, and twin shark mouths.
Legend has it that one set of orders came through that said XP-38N was to be painted black
with minimal markings, similar to its immediate predecessor (the M series, Night
Lightning). Another set of orders (from a different chain of command) specified D-Day
style high-visibility markings to represent what might be used in a large-scale invasion
(thought to be the N-series' primary purpose). Yet no specifics were given. The end result
was a practical joke by the painters, who were never told which order to follow. They
simply followed both, resulting in an ironically contradictory livery. The shark mouths
(which were a common feature on large cowl aircraft in the field) were added as 'icing on
the cake.'
The airplane was ordered stripped of its unique paint scheme and returned to an all-metal look. Paying homage to the original XP-38, detailers painted the old-style red, white, and blue stripes on the tail.
Due the end of the war, the XP-38N program was in jeopardy and work tapered off dramatically. As end-of-war celebrations diverted most people away, the XP-38N was performing standard engine run-up and taxi tests. Finally, on a warm morning in late Aug 1945, the XP-38N took to the skies of Southern California for a brief 30 minute flight. The very next day the XP-38N program was officially cancelled and the plane never flew again.
[The preceding is fiction, but based on some fact.]
For any FS model, there can be up to four aspects of the visual model: 1) external geometry, 2) textures (paint scheme), 3) 2D panel and 4) 3D virtual cockpit. My design is intentionally a balance between computer performance, modeling time (that is, the time I can dedicate to this hobby), aesthetics, detail, etc.
The model was built with FSDS3.
The external model has the following animated features:.
- mouse-clickable VC levers
- VC gauges
- Asynchronous landing gear deployment/retraction
- moving control surfaces (ailerons, elevator, rudders, Fowler flaps)
- dive recovery flaps
- retractable cooling vents
- counter-rotating, textured propellers
- pitch change for feathered propellers
- rolling wheels
- moving/steering nose wheel (via rudder-control*)
- moving rudder pedals
- gear suspension
- shining landing lights inset in each wing's leading edge
- tail strobe lights (with illuminating tail effect), wingtip navigation lights, under-fuselage identification lights
- opening canopy
- illuminated VC at night (via panel switch)
- dive recovery flap switch
*There was no control of the nose wheel on any of the the real P-38s. Steering was accomplished with differential braking and differential thrust. The nose wheel was a caster, and simply moved like a shopping cart's front wheels. But my P-38s have rudder-control steering!
Not being a graphic artist, my textures are always on the simple side, but I believe they are effective in establishing the essence of the look and visual 'feel' of the aircraft. I made extensive use of 3-view plans from various P-38 books (see References) as well as PaintShop Pro to make these. Some of the image details come from digital photographs I have taken of real P-38s.
Here are some examples:
- the main wheel, the landing lights and the inside of the gear doors are from the P-38L at Oshkosh
- guns, seat, front wheel, radio boxes and several cockpit images are from Glacier Girl
I used digital photos of other real-life objects too. For example, an image from a Saturn V makes a cameo appearance, can anyone find it? Finally, some of the cockpit images were 'borrowed' from the stock P-38F in MS CFS2.
Two textures are included with this release:
- original black with D-Day style invasion stripes, shark mouths and yellow spinners
- bare metal with pre-war style tail colors as a tribute to the original XP-38
(see the fictional "history" of the plane for more explanation of the two paint schemes)
This model features panel lines and rivets created by master texture artist Dan Swart.
My objective for the 2D panel design was what one flight-sim designer has dubbed "functionally realistic." The layout is based on photos of actual P-38J/L panels but I had to re-arrange a few items for practical purposes. The radio altimeter, which of course is anachronistic, was customized for me by Eugene Heyart. The bitmap is a heavily modified version of CFS2's stock P-38 panel. I've included the default GPS, a separate pop-up window with a few modern navigational aids for simple IFR flying, and a pop-up window for the engine starters and switches.
The VC includes dynamically-functioning gauges and clickable levers, control yoke and many of the features found in a real P-38 cockpit, such as the radio boxes behind the pilot and miscellaneous switches. The gauges are not exactly like the real gauges -- they are mostly in the correct positions according to function but their appearance is slightly different. But they do have the vintage look and feel as one might expect in a early 1940s fighter. There are a number of aspects of the VC that are not accurate with respect to the real P-38L cockpit (as originally manufactured), but were modeled more simply in order to achieve good frame-rates.
see xp-38n-cockpit_and_operations.htm for more information on the panel and VC.
I make my living working with sound. So for me sound in a flight sim is a very important element. If you have any of my more recent P-38s (since about 2003) you are familiar with the authentic P-38 sound set I produced from recordings I made from "Glacier Girl", a fully restored P-38F.
Because this fictional P-38 uses Roll-Royce Griffon engines rather than Allisons, I have created an entirely new sound set of sounds. A good portion of this set is based on recordings I made of a late-model Griffon-powered Spitfire in the summer of 2002. But, as I imagine the exhaust routed through similar tubing (which gives the P-38 a very unique muffled-yet-powerful "purr") I also used characteristics from the "Glacier Girl" recordings create a unique, composite sound that has characteristics of both the the P-38 and the Spitfire.
P-38F Glacier Girl on the day I recorded her
late-model Griffon-powered Spitfire from which these sounds were recorded.
(photos by me.)I employed several tricks of the trade and managed to extract and blend the sounds you hear in this model. I mixed in the turbo-supercharger sound per my imagination because, well I felt it needed it.
I readily admit that I am not a pilot. Ironically, I actually hate real-life flying and avoid it whenever possible. But I can spend hours and hours flying my P-38!!! (I even flew it around the virtual world!)
In many respects I have been working on the flight model longer than any other aspect of this model. Project XP-38N began in 1998 and this flight model is distant relative of the very first flight model I developed. As each version of flight simulator evolves, so does the underlying flight modeling engine. Consequently, I keep updating the model. Also, as I learn more and more about aerodynamics and this marvelous aircraft, as well as learn the tricks of the trade, I continue to improve the flight model.
A major part of updating the dynamics from version to version is accomplished with help from original sources and experts. I have many P-38 videos and printed references that I study carefully. Second, I have had help from those who actually flew the plane. I have had the privilege of corresponding with a former P-38 pilot, Lt. Col. (ret) William C. Sharpsteen II, who flew with the 339th FS/ 347th FG in the South Pacific. Mr. Sharpsteen has taught me much about the handling of the P-38, in the air and on the ground, and about the differences between the earlier G model, which he spent quite a bit of time in, and the late J-25/L, which he also flew. Many real world pilots have written to me with pointers and suggestions, and I am very grateful for their insight and help.
The flight model was designed and tested in FS2004 with full realism applied.
I do not claim this to be the best or the most accurate flight dynamics model for the P-38, as I believe flight dynamics modeling to be somewhat of an art. However, I do believe I have captured the essence of the P-38 with of course some extra "spice" due to the new engines, etc.
See xp-38n-cockpit_and_operations.htm for cockpit and operations help.
Beta Testing/User Input
Over the years, I've had a lot of help from people interested in this project and all the models (XP, F, G, H, J, F-5, L, L Racer (including White Lightnin'), Mand the N). The list of people who have contributed at one time or another is getting so long that I'm now afraid I'm leaving some off. So I'd just like to say thanks to all the beta testers, all those who've written with suggestions and good, kind constructive criticism. There are a few who deserve an extra special mention:
Thanks to master texture-artist Dan Swart for allowing me to use his "rivets and panel lines," which really enhance the look of the models. A big round of applause for master modeler Milton Shupe for some key pointers that helped bring the new VC alive. Also, toast to "Wozza" for his XML conditional code, which helped me break through the FSDS3 barrier! Finally I say domo arigato gozaimasu to PRB for being the chief beta tester for this latest release.
Gauges
Many of the gauges are from CFS2's stock P-38 (gauge file is included in FS2004 but the bitmaps have been modified by me to look 'cleaner,' 'newer,' and 'less used' to fit with my 'restored warbird' motif. The WEP gauge was programmed by Mike Wagner and the bitmap by yours truly (thanks Mike!). The dual-needle Manifold Pressure and RPM gauges are also creations of Mike Wagner, which he graciously customized for this project. The diveflap indicator/dive-flap sound trigger gauge were custom programmed for me by Eugene Heyart (thanks Eugene!). The starter gauges are public domain by Chuck Dome. The XML basis for the Start Panel toggle is by Jorge Salas. A few gauges from other stock FS2004 planes are used as well.
Resources / Influences / Other
Sim-outhouse, AVSIM, FlightSim, and all the great PC-aviators that contribute to the forums.
Special thanks to my family for putting up with my P-38 obsession!
- P-38 Lightning in Detail and Scale Part 1: XP-38 through P-38H, Bert Kinzey. Squadron/Signal Publications, 1998.
- P-38 Lightning in Detail and Scale Part 2: P-38J through P-38M, Bert Kinzey. Squadron/Signal Publications, 1998.
- P-38 Lightning in Action, Larry Davis, et. al. Squadron/Signal Publications, 1990
- P-38 Lightning in World War II Color, Jeffrey L. Ethell. Motorbooks International, 1994.
- Lockheed P-38 Lightning (Warbird Tech Series), Frederick A. Johnson. Specialty Press, 1996.
- Peter Three Eight The Pilots Story, John Stanaway. Pictorial Histories Publishing Company, 1986.
- P-38 Lightning Aces of the ETO/MTO, John Stanaway. Osprey Publishing, 1998.
- P-38 Lightning Aces of the Pacific and CBI, John Stanaway. Osprey Publishing, 1997.
- Lockheed P-38 Lightning (Production Line to Frontline Series), Michael O'Leary. Osprey Publishing, 1999.
- Pilots Manual for Lockheed P-38 Lightning, Lockheed/US Army circa 1944. republished by Aviation Publications sometime in the mid 1970s.
- Lockheed P-38 Lightning, Steve Pace. Motorbooks International, 1996.
- America's Hundred Thousand, Francis H. Dean, Shiffer Publishing, 1997.
- Fork Tailed Devil, Martin Caidin, iBooks, 2001 (original printing 1972).
- The P-38J-M Lockheed Lightning, Profile Publications no. 106, 1966.
- The P-38 Lightning, Pamela Reynolds and the P-38 National Convention, Turner Publishing Co., 1989.
- The Lockheed P-38 Lightning, Warren M. Bodie, Widewing Publications, 2001 (first printing 1991).
- The Lockheed P-38 Lightning, Edward T. Maloney, Aero Publications, 1968.
- Comouflage & Markings: Lockheed P-38, F-4 & F-5 Lightning USAAF ETO & MTO 1942 - 1945, Ducimus Books Ltd
- Fighting Lightnings, Michael O'Leary, Osprey Publishing, 1988.
- Famous Aircraft Series: The P-38 Lightning, Gene Gurney, Arco Publishing Co., 1969.
- P-38 Screamers: the history of the surviving Lockheed P-38 Lightnings, A. Kevin Grantham, Pictoral Histories Publishing Co., 1994.
- P-38 Lightning: Restoring a Classic American Warbird, Jesse Alexander, Motorbooks International, 1990.
- American Eagles: P-38 Lightning Units of the Eighth and Ninth Air Forces, Roger Freeman, Classic Publications, 2001.
- Lockheed P-38 Lightning: A Pictoral History, Anthony Shennan, Historian Publications, 1968
- P-38 Lightning -- Flight Journal special issue dedicated entirely to the P-38, Summer 2003.
- P-38 Lightning -- Restorations Illustrated vol 2 CD/DVD set, published by Buffies Best (www.buffiesbest.com)
- Great Planes, Series 1, Volume 10 (P-38), Aeroco, Inc. 1989.
- Warbird Checkout No.1 "P-38 Flight Characteristics", (and other period films), Historic Aviation,
- Lockheed P-38 Lightning, Program Power Entertainment, 1997.
- P-38 Inspection, (USAAF period film for mechanics), EAA Paul Harvey A/V Center.
- Heavy Metal: P-38 Lightning Strikes! History Channel/A&E Entertainment, 2001.
This model is restricted Freeware. By that I mean I do not grant free use of it. Nor do
I grant free distribution of it. You are granted a license to run this model if and
only if you downloaded it from an authorized site or obtained it from some other
authorized means. In addition to my web site (http://www.kazoku.org/xp-38n) I
authorize avsim.com, flightsim.com and sim-outhouse.com to host this model. If any
other site has it, the site must receive permission from me and explicitly state such.
I claim Copyright © 1998-2006 David C. Copley. This package, including each and every
file, may NOT be included in a commercial package. It may be included in a
compilation CD under the following conditions: no money is charged for the CD AND my
permission is granted via email or other form of written communication.
Normally I grant permission to freeware developers to repaint my models. But because this plane is unique and special me, I would ask that it NOT be modified, repainted, or even uploaded to any site as is. In other words, I want to retain control of all aspects of the model.
In an attempt to stem the tide of inevitable emails and web board
postings that may find fault with this latest model, I will share a few thoughts regarding
my modeling philosophy. While I have put a great deal of effort into making this model as
good as I can, I readily admit there are faults. Every model I've released since I
began in 1998 has been that way, and I suspect every model I ever release will continue to
be that way. This is a labor of love and will never be complete. Essence Modeling My philosophy is to build models that represent the essence of the plane as best I can under the circumstances (the time I want to spend on it, my meager modeling abilities, my modeling tools, my limited PC, etc.) and I do not make any claims on having the most accurate flight dynamics, most detailed VC, etc. I am constantly improving my models and with time I add details, improve the flight model, etc. That said, I think the models do well in representing the essence of the P-38 within the framework of the flight simulator. I approach flight simulation as a combination of art and science. As soon as an artistic element is introduced, we open everything up to interpretation. Interpretation can be found throughout the model design, from the visual representation to the flight model. Regarding the flight model, designers often place emphasis on some flight dynamics aspects more than others. For instance, I have tried to emphasize certain non-measurable flight characteristics in my P-38 models. But, in order to achieve a certain feel for a few characteristics I willingly sacrificed others. Thus, my philosophy is to capture and recreate the "essence" of the flight model, while making it fun for me and for those who fly my planes. After all, this is really just entertainment. I apply this same philosophy to the visual, aural and other aspects of the design. The Bottom Line Most importantly, I make these models for myself to fly and just happen to enjoy sharing them with the community. As such, much of the design reflects my personal preferences. For instance, I have attempted to model these planes to appear as 'restored' warbirds, in pristine flying condition with some modern avionics, not as they would have appeared during the war. Another example is the cockpit frame. On the real P-38, the frame pieces were thicker than I have modeled them, and were a bit more obtrusive to the pilot's view. However, in real life, the pilot can easily move his head to see around the panel frame. Such movements are cumbersome in the simulator. To compensate for this shortcoming in the simulator, I intentionally made the frame pieces thinner in an attempt to capture the essence of the relatively good visibility for which the P-38 was known (the exception being of course the view blocked by the twin booms). These are but a few examples of the artistic license I have taken. With all this in mind, if you find something about my models you don't particularly like and feel compelled to tell me or the world, please do so with consideration and in the spirit of constructive criticism to help me improve my work, or to help others enjoy it better. I encourage constructive criticism and have learned much from the many people who have communicated such. |
1 Nov - XP-38N ver. 4.0 for FS2004, major update of the primary Project XP-38N model
5 June 2006 - XP-38 ver. 2.0 for FS2004, major update w/ FSDS3 features
8 Apr 2006 - P-38L: The Definitive Lightning ver. 2.3 for FS2004, update w/ FSDS3 features
1 Oct 2005 - P-38M Night Lightning version 2.1 for FS2004, update
15 Aug 2005 - P-38 Pair (J and F-5) ver. 2.2 for FS2004, update
16 Apr 2005 - P-38L Racer for FS2004, add-on to P-38L ver 2.2 (plus P-38L 2.2.1 enhancement patch)
5 Feb 2005 - P-38L: The Definitive Lightning ver. 2.2 for FS2004, update
25 Sep 2004 - P-38F-1 "Glacier Girl" ver. 2.0 for FS2004 major update, donationware
20 Mar 2004 - P-38L: The Definitive Lightning ver. 2.1 FS2004 update
2 Feb 2004 - P-38 Pair (J and F-5) ver. 2.1 FS2004 update
2 Jan 2004 - P-38 Triple Play (F,G and H) ver 1.2 FS2004 update
1 Nov 2003 - XP-38 ver. 1.3 FS2004 update
13 Oct 2003 - "P-38M Night Lightning" (P-38M-6 version 2.0, Project XP-38N version 4 phase 5) for FS2004
13 Oct 2003 - "P-38M Night Lightning" (P-38M-6 version 2.0, Project XP-38N version 4 phase 5) for FS2002
16 August 2003 - "P-38L: The Definitive Lightning" (P-38L-5 version 2.0, Project XP-38N version 4 phase 4) for FS2002
12 August 2003 - "P-38L: The Definitive Lightning" (P-38L-5 version 2.0, Project XP-38N version 4 phase 4) for CFS2 (Limited Release)
21 June 2003 - "P-38 Pair" (J and F-5 version 2.0, Project XP-38N version 4 phase 3) for FS2002
8 Feb 2003 - "P-38 Triple Play" (F,G and H version 1.0, Project XP-38N version 4 phase 2) for FS2002
1 Feb 2003 - "P-38 Triple Play" (F,G and H, Project XP-38N version 4 phase 2) for CFS2
20 Dec 2002 - XP-38 ver. 1.0 (Project XP-38N version 4 phase 1) for FS2002
14 September 2002 - P-38M ver. 1.1.0 (FS2002/CFS2)
14 June 2002 - XP-38N ver. 3.2 (FS2002/CFS2)
13 Apr 2002 - F-5E-2 version 1.0.0 (FS2002/CFS2)
11 Mar 2002 - P-38L 1.3.0 (concurrency with XP-38N ver 3.1) (FS2002 only)
26 Jan 2002 - XP-38N ver. 3.1 (FS2002/CFS2)
13 Oct 2001 - "Droop Snoot" variant from J-15 model (CFS2 only)
1 Oct 2001 - P-38J version 1.0.0 (CFS2 only)
29 Sep 2001 - P-38L 1.2.1 (CFS2 only) and P-38L 1.2.2 (FS2002 only)
11 Aug 2001 - P-38M ver. 1.0.0 (CFS2)
14 Jul 2001 - XP-38N ver. 3 (CFS2 and FS2000 versions)
21 April 2001 - P-38L: ver. 1.1.0 (XP-38N ver. 3 Phase 2) for CFS2
28 Mar 2001 - P-38L 1.0.0 (XP-38N ver. 3 Phase 1) for CFS2
22 Apr 2000 - XP-38N ver. 2 for FS2000
17 Jan 2000 - XP-38N ver. 1.1 for FS98/CFS
20 July 1999 - XP-38N ver. 1.0 for FS98
Sep 1998 - began Project XP-38N
By day I am an acoustical engineer for a major industrial company. By night (when I'm not spending time with my family or engaged in other real-life activities) I am a P-38 nut. I am also a musician, so my 'free' time is split between flying/making P-38s and making music.
Contact information is at my web site www.kazoku.org/xp-38n.