>>> twist 10 - turn 10, that's how we were trained to fly an ARC at >>>Delta Connection Academy, which would be pretty "real pilot" >>>like... Simple and works like a charm. Thx.Alex

>>> twist 10 - turn 10, that's how we were trained to fly an ARC at >>>Delta Connection Academy, which would be pretty "real pilot" >>>like... >>>Simple and works like a charm.Any guesses at to why twist 10 - turn 10 will seldom produce the desired results?

I did my instrument, multiengine and commercial training at FlightSafety Academy in Vero Beachhttp://www.flightsafetyacademy.com/main/index.php They don't teach anything but the airline way. I'm amazed that Comair would teach the ARC without an RMI, no airlines that I know of fly without RMI equipped aircraft.I've never flown an NDB approach without an RMI either, does DCA or Comair (not sure what they're calling themselves anymore) teach NDB approaches with an ADF or RMI?

>I fly 90 degrees to the intercept radial, then keep my heading >degrees to a centrerd OBS track. (You have to keep turning the OBS >to keep it centered and fly 90 degrees to it) follow that around to >your lead radial and you won't budge off the arc!!>If your DME decreases, fly out 10 degrees, if it increases turn in >10 degrees.This one works pretty well too.Thx fr all the answers. Learned a great lot. Should I ever get into RW flying lessons (maybe when I am retired and have some more time) I'm sure my instructor will be pretty surprised :-).Alex

737 Pilot,I'm assuming Comair (or now Delta Aviation Academy) still teach without using RMI because only a handful of 172's or Piper's for that matter have that equipment and on stage checks or checkrides we would have to able to fly the ARC with or without RMI, so I guess the idea is if you're able to fly without RMI then you'll have an easy time flying it with RMI ;-)NDB hold/approaches are done using ADF only, the only time I used an RMI ever was in Multi and that wasn't a checkride, but as you know any equipment you have you might have to demonstrate how to use it. I guess it's time for them to upgrade their flightline ;-) I don't know if that has changed in the last 1 1/2 years though.Cheers,Petehttp://members.aol.com/pzsoulman/myhomepage/logo.gifAMD64-3400,1GB/2700DDRAM,WinXP(SP2),DirectX9.0c,Geforce6800(128MB)(Det.66.81), CH Yoke/Pedals

That explains it, the only instrument training you do in a single at FlightSafety Academy is the first 2 or 3 hours or so of basic attitude instrument flight, all of the rest, the approach, navigation and cross-country training is done in Seminoles or Frasca 142s setup exactly the same as their Seminoles, and they all have RMIs, no ADFs, so they don't teach the ADF at all, at least as of ten years ago when I graduated.

The only difference between the two is that for the ADF you either turn the card manually to your current heading (which nobody does) or need to do a bit of mental adding/subtracting to determine your QDM/QDR whereas the RMI does that for you. My own personal opinion is that the ADF is by far the most difficult instrument to use. Except, by some strange quirk, the workload on NDB holds with an ADF is less than for VOR...especially if you only have one VOR in the cockpit.

What a great thread!