This was a response to question about the lack of a second VOR in other aircraft besides the Cessna:"The default B737-400 panel has dual VOR capability via the RMI. I suppose you could have two separate gauges installed in a panel like the C172. Note, however, that the second VOR gauge in the C172 doesn't have the glide slope bar".My question is this. I have read and am reading the FAA documentation as well as several other articles on Instrument Flying. Some of the articles are here in on this site. What I am wanting is some help to understand the way to use the RMI and what switches to use to go back and forth to vor one and two as well as the nav's. I understand from the documents that I have read the fundamentals. Where I am confused is the steps, the switches in a scenario or example of utilizing the features.I wish there was a lesson in the Sim that applied (a lesson related to this specific lack of understanding, and applying that I have) this to see an example of this in action.This is a link to the Radio hardware that I use. http://www.flypfc.com/avionics/avionics.htmlI thought this might help. If not an explanation on how to do this with a mouse and keyboard is still great.I appreciate any help. Again the articles are great and I am learning a lot. I just need hands on type of example to apply the knowledge. Thanks for any help.Mark.

Since I wrote what is in quotes, I will try to explain the RMI gauge.The RMI gauge in the B737-400 has a Compass Rose, two needles, two DME readouts and two VOR/ADF buttons. The Compass Rose is attached to a flux gate compass and will provide heading information. The thin (single) needle is attached to NAV1. The thick (dual) needle is attached to NAV2. The DME readouts are labelled to the respective NAV1/NAV2 radios. The ADF can be selected by pressing the VOR/ADF buttons.Once a VOR/ILS is tuned into the NAV1Whoops, have to got, will get back to ya!W. Sieffert

W. Sieffert,Hello.I appreciate you time to help out. Also, welcome others. First I hope you did not mind that I referenced your post. I felt that it was very well worded. Thus, (don

Hi Mark,No problem with the quotes. I have a flight this morning so won't be able to devote much time to your subject. I did load the King Air 350 to see what NAVAIDS are in the MSFS King Air 350.Two issues. The RMI seems to be hard wired with the single needle to ADF and the dual needle to VOR NAV2. The radios don't have a standby frequency, where you could have one VOR tuned then switch to a second VOR. NAV1 is attached to the HSI which can be used for navigating also.Start a flight at an airport that has a VOR, tune both the NAV1 and NAV2 radios to the VOR. On the RMI, the dual needle should point to the VOR. On the HSI, the needle may not be pointing to the VOR and may be split in the middle. Turn the Course Knob until the HSI center needle points in the same direction as the RMI needle. Watch the small white TO/FROM pointer under the needle and the needle split as you rotate the Course Knob. The split should join the rest of the needle in two places; when the course is pointing TO the VOR and when the point of the needle is 180 degrees FROM the VOR.W. Sieffert

Thanks. I am ok with flying to a vor and using the second guage to verify the direction. I understand the to and from flags. Its the intergration of how they are set up, and since different planes choose different ways to provide the info the question for me is how to look at a panel in a new plane (say a D/L) and get a quick base line point of thinking in order to quickly know what I have and a basic idea of how the RMI and others (say nav II ) are going to work. I realize the POH is a real world need. But was hoping to be able to have a general idea when looking at a panel.I hope this dose not sound too dtupid.Thanks.Mark.

I guess the only way is to load the aircraft at an airport with NAVAIDs, tune the radios to the proper frequencies, and observe what happens when you change the frequency.W. Sieffert