Northrop F-15A / RF-61C Reporter

[DC1973]

This is looking beautiful!

Thanks Rick! If I get anywhere near the quality of your work, I'll be more than happy

 

[DC1973]

A minor update for the Reporter: further testing bare metal textures using bumps and rivets. It seems that the best combination is painted panel lines with rivets represented by the bump map. Getting some nice metallic looking effects now as I go forward. Lots of cleaning up going on in terms of stray polygons and smoothing groups, but in using the smoothing groups I have lost smoothing around certain areas like the fuel tanks and engine cowlings - not sure how that's happened but investigating as I go

Bump map lines on the left boom are much too deep and wide, an early lesson learned!

 

[N2056]

Wow Dean, that's really looking good! On the panel lines I use both maps, and I tend to favor being really subtle. The texture size and how parts are mapped also comes into play.

 

[DC1973]

Wow Dean, that's really looking good! On the panel lines I use both maps, and I tend to favor being really subtle. The texture size and how parts are mapped also comes into play.

Thanks Robert, I'm really enjoying tinkering with these options in texturing as they're really bringing the model to life. I've gone a lot further today as I've had a rare bit of spare time, and really getting some good metal effects now while using alphas as well as the textures themselves. I'm looking forward to perfecting the wing and then texturing the rest of the fuselage in the same way

 

[DC1973]

Metal porn - just because

Much progress over the past two days on the Reporter's textures, thoroughly enjoying it and the almost limitless possibilities available using alphas and specular maps. Probably posting too many images of this development but what the hell...

 

[heywooood]

looks kinda like Howard's XF-11...

 

[strykerpsg]

Much progress over the past two days on the Reporter's textures, thoroughly enjoying it and the almost limitless possibilities available using alphas and specular maps. Probably posting too many images of this development but what the hell...

Such a beautiful work of art! I cannot wait to try her in P3D!

 

[DC1973]

Almost there now with the external model. I'm about to start doing the texture maps for the undercarriage ( the current ones are just simple stand-ins ) along with the associated bump maps. I'll get everything in place and finish off some final modelling tasks on the spoilers, which are not accurate on my model yet, as well as adding various fins and antenna detail. Then it's onto the full-detail texturing / bumps and adding a couple of other colour schemes. Work on the VC will start in the New Year if all goes to plan

Merry Christmas Holidays everyone!

 

[Josh Patterson]

I've never noticed to cowlings until now. I thought they were just standard P-61 units, but they're not. It looks like Northrop took some from a B-26 and flipped them over! (I also never noticed the big scoop underneath either. I guess I was just focused on how different the crew pod was!) I wish I could get a hold of Lone Star Model's conversion kit for a Monogram P-61!

 

[DC1973]

Got a bit more done over the Christmas period, mostly cleaning up smoothing groups, although some still refuse to disappear around the wing control surfaces. I also installed both of the finished Pratt & Whitney Wasp double radials and finalised the alpha for the metallic finish. The removed cowling doesn't expose as much of the engine as I'd like, so I'm thinking about conditionally animating the propeller spinner to be removed when Door 2 is used to remove the cowling - I think limited conditional visibility is possible in P3D v4 but not sure at the moment?

Anyway, coming along nicely and the list of to-do jobs on the exterior is getting steadily smaller...

 

[Sundog]

I've never noticed to cowlings until now. I thought they were just standard P-61 units, but they're not. It looks like Northrop took some from a B-26 and flipped them over! (I also never noticed the big scoop underneath either. I guess I was just focused on how different the crew pod was!) I wish I could get a hold of Lone Star Model's conversion kit for a Monogram P-61!

That's because the Reporter was based off of the P-61C, not the A or B model.

 

[Lonewolfee1]

Really looking nice!!!

 

[warchild]

That's because the Reporter was based off of the P-61C, not the A or B model.

The prototype P-61E was built from a P-61A (i believe it is) which used the original 2000 HP engines and had the smooth cowling. The P-61B's also had the smooth cowling, but the engines were 2500 HP and as the plane was originally designed as a fighter, i get confused as to why they would use 2000 HP engines instead of the 2500 HP engines. However, the Army's discontinuation of the fighter program is what lead to the development of the RF-61 ( F-15 ) and it became a moot point as they simply switched to using surplus P-61C fuselages and engines to develop those..

 

[stansdds]

Based on the information I have, the P-61A and B were very similar and both used the same B-series Pratt & Whitney R-2800 engines producing 2000 horsepower. The P-61B featured a new radar system, necessitating an 8 inch longer nose, various internal systems improvements, a change in the design of the nose wheel door and the addition of a nose wheel mounted taxi light. Aside from the taxi light, nose wheel door, and longer nose, the P-61A and B looked identical.

The P61C development was authorized near the end of 1943 and was to improve the speed and altitude performance. The P-61C was designed to use the newer C-series R-2800-77 turbo supercharged engines that produced 2800 HP. However, the USAAF had ordered so many of these high horsepower C-series engines that production could not meet demands and this delayed the development of the P-61C. The first production P-61C would not come the assembly line until July of 1945. The engine cowling of the P-61C featured carburetor air intakes on both sides, beginning at the very front of the cowl ring, and a large intake at the bottom of the engine nacelle for the turbo supercharger.

The P-61E project was started in the middle of 1944 and was also to develop the P-61 as a long range day fighter/escort aircraft for the Pacific theater. The removal of the 20mm cannons from the belly, the dorsal turret system, and replacement of the radar equipment with four 50 caliber machine guns greatly reduced the weight of the P-61 and improved its speed, but it was still slower than the newly developed P-82 Twin Mustang. Remember the C-series engine shortage? That is why the P-61E used the same 2000 horsepower R-2800-65 B-series engines as the earlier P-61A/B.

The first XF-15 was built from the XP-61E, so it retained the R-2800-65 engines, but the second XF-15 was built from a P-61C. All 36 of the production F-15A's used the 2800 horsepower R-2800-77 like the P-61C.

I hope that clears up some of the engine confusion.

 

[DC1973]

Thanks for the details Pam and stansdds! The Reporter did indeed use the P-61C engines in service. Much work done over the holiday period, just a couple of quick snaps of the Reporter after several updates. More to come over the next couple of weeks as I close in on completing the external model and starting on the Virtual Cockpit. Lots of small details filled in such as intake vent grill textures, wheel cover straps, cleaning up polys etc. No bumps on at the moment as I want to make them more subtle before adjusting the final reflection and other material settings. Onward and upward

 

[warchild]

Based on the information I have, the P-61A and B were very similar and both used the same B-series Pratt & Whitney R-2800 engines producing 2000 horsepower. The P-61B featured a new radar system, necessitating an 8 inch longer nose, various internal systems improvements, a change in the design of the nose wheel door and the addition of a nose wheel mounted taxi light. Aside from the taxi light, nose wheel door, and longer nose, the P-61A and B looked identical.

The P61C development was authorized near the end of 1943 and was to improve the speed and altitude performance. The P-61C was designed to use the newer C-series R-2800-77 turbo supercharged engines that produced 2800 HP. However, the USAAF had ordered so many of these high horsepower C-series engines that production could not meet demands and this delayed the development of the P-61C. The first production P-61C would not come the assembly line until July of 1945. The engine cowling of the P-61C featured carburetor air intakes on both sides, beginning at the very front of the cowl ring, and a large intake at the bottom of the engine nacelle for the turbo supercharger.

The P-61E project was started in the middle of 1944 and was also to develop the P-61 as a long range day fighter/escort aircraft for the Pacific theater. The removal of the 20mm cannons from the belly, the dorsal turret system, and replacement of the radar equipment with four 50 caliber machine guns greatly reduced the weight of the P-61 and improved its speed, but it was still slower than the newly developed P-82 Twin Mustang. Remember the C-series engine shortage? That is why the P-61E used the same 2000 horsepower R-2800-65 B-series engines as the earlier P-61A/B.

The first XF-15 was built from the XP-61E, so it retained the R-2800-65 engines, but the second XF-15 was built from a P-61C. All 36 of the production F-15A's used the 2800 horsepower R-2800-77 like the P-61C.

I hope that clears up some of the engine confusion.

No, I'm sorry, but that information is in part incorrect.. Forgive me but my books are all out in the conex at this time, so please bear with me as i past the data from the widows web..
http://www.maam.org/p61/p61spec.html

SPECIFICATIONS
for B-model, unless otherwise noted​

PRIMARY FUNCTION:	Night Fighter
CONTRACTOR:	Northrop Aircraft Inc. of Hawthorne, California
UNIT COST:	$170,000
CREW:	Pilot, Radar Operator, and Gunner
FIRST FLIGHT:	May 21, 1942 (XP-61)
SERVICE DELIVERY:	May 1944 (P-61A)
FIRST OP MISSION:	July 3, 1944 (Europe)
FIRST KILL:	July 6, 1944 (Pacific)
TOTAL PRODUCED:	706 (all variants)
ENGINES:	Two Pratt & Whitney R-2800-65 Double Wasp 18-Cylinder engines rated at 2,250 hp
WING SPAN:	66 Feet
LENGTH:	49 Feet, 7 Inches
HEIGHT:	14 Feet, 8 Inches
MAX. SPEED:	369 MPH
HEIGHT:	14 Feet, 8 Inches
EMPTY WEIGHT:	20,965 lb
MAX. T.O. WEIGHT	34,200 lb
SERVICE CEILING:	33,100 Feet
MAX. RANGE:	1,350 Miles, (1,900 miles ferry)
RATE OF CLIMB:	2,090 Feet Per Minute
ARMAMENT:	Four 20 mm Hispano M2 cannons, four Browning M2 .50 caliber heavy machine guns, 6,400 lb of bombs or rockets

 

[stansdds]

The R-2800-65 was capable of a maximum power output of 2,250 HP, but that was with the water/methanol injection system. The maximum power without the water/methanol injection was 2000 horsepower.

The R-2800-77 was capable of a maximum power output of 2,800 HP with water/methanol injection, but limited to 2400 HP without water injection.

Guess I should have been more precise with the output ratings in my first post. My engine data is from FAA documents.

 

[warchild]

The R-2800-65 was capable of a maximum power output of 2,250 HP, but that was with the water/methanol injection system. The maximum power without the water/methanol injection was 2000 horsepower.

The R-2800-77 was capable of a maximum power output of 2,800 HP with water/methanol injection, but limited to 2400 HP without water injection.

Guess I should have been more precise with the output ratings in my first post. My engine data is from FAA documents.

Pffft.. No.. Your fine.. You guys know me. I'm your friendly neighborhood PITA perfectionist. But your correct as well, although the original R-2800 edouble wasp had a maximum output of 2000 HP.. I forget the name of the gentleman who created the R-2800, but he knew he could get more power out of it, and started working on several follow up versions, including the R-2800-65W. Welll, At the time, P&W encouraged competition among the development teams and the guys across the hall saw what was being done with the R-2800 and well, they got a lil jealous. Ergo, the race was on. Those guys were working on the R-4360 series Or corn cob as we have come to know it.. Every time the R-4360 guys would eek out a bit more power from the corn cob, the R-2800 guys would up the ante by improving the output of the 2800.. It got to the point that once the R-4360 team developed reached their maximum possible output level, the R-2800 guys did them one better and created an engine with over 2850 HP. Of course, they were using so much manifold pressure to accomplish that that it even frightened the engineers. But they won the bet, and we got the most powerful light radial engine ever created.
Some other information to tickle the brain. Before the release of the double wasp, P&W partnered with some companies to form the United Aircraft Corporation. Those companies were: Boeing, Vought, Hamilton Standard, and Standard Steel Propeller; which was connected with Northrop.. It doesnt take much imagination to connect the dots

 

[DC1973]

And lo, there were rivets everywhere!!

Probably a little on the large side, but manipulating the bump alphas is toning down the reflective textures nicely. Haven't tinkered much with the specular or fresnel yet but I suspect that each will bring something more to the appearance. The real RF-61C was often a bit rough looking in most pictures I've been able to find, not highly polished, so will probably tone certain panels down further as I work my way through, great fun though!

 

[DC1973]

I've been hard at work on the RF-61C and am now nearing completion of the external model. The wings are bearing the final metallic finish, just enough shine but not too over the top, and the textures will now be weathered and refined before being duplicated for the rest of the airplane. A custom FDE and wonderful sound package are in place courtesy of geniuses far more capable than me. A few more weeks' work and I'll be moving onto the Virtual Cockpit as the final task.