"How do you keep FSX Interesting?
That is a very good question, and looking through some of the replies will suggest that everybody has their own idea of what is interesting to them.
Let me make some suggestions that may appeal, and I will welcome comments and criticism.
(Suggestion 1) Fly "proper planned VFR flights"!
I live in the UK and have the UK photo scenery, and also the Dutch photo scenery. I also have the night lighting add-on for the UK.
I still use a half million flight map that I bought some years ago, which is "current" (almost) with FSX. I use the flight rule, protractor and flight computer (a rotary slide rule) to plan VFR flights across the UK and Europe. My flight plan will have all my Way-Points, the times on each Leg and the Headings to steer on each Leg taking into account the upper winds.
I use a check list and carry out all the proper Pre Flight checks, After Take Off checks, In the Cruise checks, Approach & Downwind checks and After Landing checks etc.
I have various visual check points along each leg timed, so that I can confirm that I am 'On Track & On Time'. I fly at an accurate altitude and at an accurate airspeed and aim to arrive at the planned time. I will usually fly something like the Cessna 172, 182 or a Cherokee.
To spice things up even more I will often time my trips to arrive at my destination after dark so that I'm having to navigate the last legs visually at night.
(Suggestion 2) I set the 'weather' to 8/8ths stratus from around 400 feet above the destination aerodrome level, up to around 10,000 feet. I will then plan an IFR route through the solid cloud, 'beacon hopping' from one VOR to another, ending with procedural ILS at the destination. I 'Hand Fly the route, since I feel using an auto pilot completely defeats the object of the exercise. I never use the GPS - again it defeats the whole object of radio "Navigation".
(Suggestion 3) Practise NDB approaches. Again, I set up 8/8th solid cloud from around 500 feet to 10,000 feet then fly to an airfield which has an NDB within its boundary (Southend is good - 362.5). Without actually giving a lesson here, fly directly over the NDB at 2,000 feet turn onto a pre-planned out bound heading for a pre-set time, then turn on to the runway heading and start descending at a controlled rate. This does take a lot of practise (particularly when carrying out pre-landing checks as well) but when executed accurately and correctly, finding you are lined up perfectly for the runway when you pop out of the clouds is extremely rewarding. Again, I will always use a light single or twin for this. You can't be messing with NDB let-downs in a 747!!! Hmm?? but you could try:confused:
There you go! three suggestions - and when you can complete them all easily, throw in some turbulence and try again. If you want any more, just ask!
Any questions or comments (positive or negative) are welcome.
Never Turn Back!
Malcolm
