Turn 10 Twist 10 | DME Arcs Made Easy | FlightInsight

Do you know how to "Turn 10 Twist 10?" DME arcs are a frequently overlooked part of instrument flying. With GPS being so universal it's rare to have to fly one the old fashioned way, but you'd hate to be caught off guard by getting an unpublished approach, so it never hurts to practice the technique.
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DME arcs can seem pretty complicated. But just remember you're staying a constant distance from a station by varying your rate of turn. Anyone remember turns around a point from Private?
Here's the full "Turn 10 Twist 10" method broken down on the whiteboard, using the VOR 31 Approach at Atlantic CIty, NJ (KACY). View the approach plate here: www.airnav.com...
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[@PilotAriel]

This dude carries all of our checkrides

[@user-ez9vp7sh7b]

100%

[@Halee820]

“Even smart Pilot’s lose 30IQ points in the cockpit…” you’ve got that right. I never feel less intelligent than behind a yoke. Especially with my thumb on the ptt. 😬😢😅 Thank you for making this simple to comprehend.

[@grigoryemelyanov5034]

I pressed "Like" right after this phrase : )

[@colonelhathi127]

- and some of us don't have 30 IQ points to spare! 🙂

[@Valentin_MeL]

Haha so true.😅

[@Chen-ro6sf]

am i the only one to get excited with a blank mind when in the cockpit. maybe ....because i m new

[@Valentin_MeL]

​@@Chen-ro6sf Well usually in the cockpit happens a lot of things, espessially during take-offs and landings. it's easy to get overwhelmed by them. There is a rule called "Aviate, Navigate, Communicate" First comes first: Aviate Make sure that you are actually flying aircraft above stall speed in at least in a straight flight and you are not doing some unwanted aerobatic tricks like a stall or a spin. Always know how to recover from them. And the most important try not to get in this situations at all. Remember some aircrafts cannot be recovered after a full developed spin. Like TU 154 for example. Navigate: understand where you are and where is the place where you need to fly. And make sure that you are not about to crash in to a terrain or any other aircrafts in a few minutes. And then communicate with atc: remember they are always there for help. If you for example lost in IFR conditions and you need a heading to the closest airport. They will help you. But remember that atc is not your personal teachers. You need to know about aircraft that you gonna fly as much as you can before real life flight. Simulators is a good way to learn them. Espessially professional full scale simulators.

[@kombolasha]

Keep making these, you’ll be better than the top 5 “schools” combined!

[@larrybueno]

I think He is better already!!!

[@craggslist]

@@larrybueno confirmed!

[@jlmurrel]

Love the clear, patient and calm presentation! For me, I find this type of communication more effective; I personally need amplification of basic principles and a calm instructor who makes the subject matter clear. As a novice who doesn't want to drink from a fire hydrant of information, I'm very impressed. Thanks, I have subscribed to this channel!

[@flightinsight9111]

Thanks! Yes there is SO much out there that it can seem like drinking from the fire house. Luckily most of the stuff is somewhat intuitive once you really break it down. Glad to help!

[@TheFunninthesun]

As a flight instructor, I refer my students to this video when we are covering DME arcs. You explained it perfectly, thank you!

[@antonattard3678]

My man, this helped me GREATLY! I felt like my IQ points went down like 45 points over complicating this but this was so very clear!

[@richg3555]

As an instructor, I have found your videos very useful in helping to structure the way I present information to my students. I really like the method and pace of how you present the information. Thanks for providing some inspiration.

[@ogaffney]

Exceptional video. I’ve watched hundreds of hours of aviation instructional videos in my life and this one is clear, simple, concise and with lovely animation. A+.

[@jorgecamacho6175]

Thank you for this, you just simplified dme arcs for me. So many videos complicate it and yours just made it click!

[@flightinsight9111]

You bet, it’s what I do! Keep it simple there’s plenty enough going on in IFR flying!

[@Emmedd6]

Always thought that DME arcs were the devil of instrument flying but you’ve made it so easy and simple to understand. Thank you so much!

[@jjoe7078]

my brain was shutting down on the Cessna companion class im taking. I straight up just stopped aborbing information on slide 21 of DME arcs lmao. this video made it so much easier.

[@danevileye]

Just loved how simple you made this annoying procedure become to me!

[@tempestmkiv]

Can't believe this came up in my feed! I flew these approaches 35 years ago in prop twins, usually single pilot with no autopilot! I though they were fun back then but I'd be pretty rusty today. One thing I will say is that we made a rate one turn onto final when crossing the lead radial (10 degrees before final) and that would turn you precisely onto the inbound track with a bit of Kentucky windage for the crosswind. Easy enough if you do them regularly on the gauges but GPS, FMS, computers, etc took all the challenge out of them!

[@jimallen8186]

Actually turn before AVALO with the 1% rule: use 1% of your groundspeed to make a ninety degree half standard rate turn. If you’re doing 120, start your turn at 9.8 nm. Same applies for getting off the arc with 1% rule times degrees per mile with 1 degree being one mile if sixty miles away. 2 degrees at thirty, 3 degrees for a mile at twenty, 4 dg at 15, 5 at 12, 6 at 10, and 10 at six. With eleven being close to both 12 and 10, pick either. So 122R from below so add, 120 kts take 1.2 nm times 10 so 12 radial prior being 122 + 12 = 134 to turn in. Now, if you have Pointers, use Pointers. Putting the Pointer to the 3/9 line is much easier than the CDI. Let if drift aft as DME grows to about half a mile large, then turn in putting Pointer twenty degrees or so in front of wingline to cut back in. Repeat. If you have GPS track, use Pointer to perpendicular of GPS track in lieu of 3/9 line.

[@abbieamavi]

*this video changed my life, thank you so much.* 😂😂

[@flightinsight9111]

DME Arcs are life changing, agreed!

[@seetheworldwithben747]

this is so far the best video to understand DME ARC

[@aerobaticflying]

Thank you for the clear explanation! Still too complicated when simultaneously talking to Approach and managing the descend. Simply use an old fashioned VOR instrument with a directional pointer instead of a CDI (on the G1000 you can have it when selecting the VOR as NAV2) and keep the needle always horizontal while flying the arc. Much easier!

[@rob737700]

You are describing an RMI, used to be standard in transport category aircraft. I used them all of the time, they also make for an easy NDB approach (if those still exist).

[@triskellian]

Excellent explanation of a very useful type of IAP. This was on par with the old King video series from years ago. I started flying IFR in the mid nineties with old but capable equipment. My friend and I loved to try different approaches when flying for currency. DME arcs are just as simple as other non precision approaches with a procedure turn. It was a good experience to fly IFR using the old navaids.

[@flightlab6229]

It was a complex topic for me to to understand. Thanks to you for explaining in excellent and easy way

[@flightinsight9111]

DME Arcs can be overly complicated. Just remember when you're flying it it's just one big circle that you're checking to make sure your distance stays constant.

[@s_m_v]

I always do the arc with the TO flag indicating. It makes that last "TWIST" ever so much easier and also is a much better representation of how much further along the arc you need to go when you do not have a moving map. I also start the first TURN and TWIST on an equal set of 10 away from the inbound course. So in your first example, instead of setting the OBS to 165 FR, I would have set it to 352 TO.

[@dominicottaviano]

Nice video and love the comment "even smart pilots lose 30 IQ points in the cockpit" that's very true.

[@einfussganger]

I live near KACY and it's a great facility to learn radio comms - not too busy, but busy enough and a good mix of civilian private, commercial and military aircraft and even the FAA flighs out of there.

[@paulcarello6390]

A nice explanation. After the initial 90º turn at the IAF, I find it easier to turn and twist when the CDI indicates we are 5º (half CDI deflection) past the selected radial. This way, the OBS radial and the aircraft heading will always be 90º apart in zero wind conditions.

[@stealhty1]

Reminds me of Instrument class back in the early 2000's, Excellent Presentation,Thx for share Captain

[@peterprow6093]

Im nailing these, thanks to this video. Perfectly explained :)

[@christianh8636]

These are seriously the best videos to aviation!

[@mrryc1]

This video is much better than others in terms of explanation and sketch. Crystal clear!

[@flightinsight9111]

Thanks, I'm glad to hear it. Good luck in your training!

[@jehsethna9488]

This was great , love the calm and patient manner with which you explained 😊

[@rob737700]

Retired airline, glad I never had to fly one of these! Thanks for the dual..

[@DirtyLilHobo]

So, I was an air traffic controller at ZAB working sector 19, a low altitude sector West of ELP. El Paso LRR was out of service SVC LRR will be the radar site nearest for coverage and I had to issue a non-radar departure clearance for a Navy F-4 headed to KNTD .. So, ATC clears VV347 to the KNTD airport via the ELP 235 radial 12 DME arc North, intercept J2 YUM direct, cross ELP235 12 DME at or above one two thousand, climb and maintain FL230 expect FL390 ten minutes after departure.. Aircraft departs and several minutes later he’s on my frequency out of 11 thousand climbing. OK, several more minutes and I finally pick him up some forty miles Southwest of CJS (Juarez Mex) out of seventeen headed Southwest. Musta flew right through that DME arc and kept on going. I radar identified him, turned him right to intercept J2 on about a 295 degree heading, handed him off to high… So much for the DME arc..

[@gregkarson]

One of the better explanations I've seen.

[@valariemeyer6496]

This is such an excellent video! Thank you!

[@harshitahuja1205]

Wow, this is the best explanation that I've seen on DME arcs, thank you!

[@KhalilHajiE]

This really helped. I was overthinking it and thought it was way harder then I thought lol thank you

[@BigSpice15]

God bless you. You have no idea how much this helps me out. Thank you from the bottom of my heart.

[@jogoIELTS]

Happy Arcing for you too🥰

[@emfyates]

This is really an excellent presentation, thank you. I would like to suggest that you change the sign from + to - on the 10-degree segments. Going from 174 to 164 to 154, etc. is a decrease as is the heading of the aircraft in each segment.

[@matthewrammig]

“Even smart pilots lose about 30 IQ points in the cockpit”. Soooooo true!

[@yams900]

Very useful information, exactly what I was looking for :)

[@flightinsight9111]

Glad it's helpful. Thanks for the feedback

[@thebadgerpilot]

There are actually quite a few DME Arc approaches in my area, and I look forward to trying them out soon!

[@MikeAltogether]

I went 11 years in my flying career before I ever heard about the 10 degree twist/turn method. A student mentioned it to me and showed it to me in the simulator. I'm willing to die on this hill: twist/turn is unnecessarily complicated and redundant. Edit: Of course, this depends on whether you have an instrument that gives you a needle pointing to the VOR. I guess that's not always the case for every cockpit.

[@gort8203]

Thanks for saying that, because I never heard of or taught this technique in all my years of flying approach procedures with DME arcs, and it seems unnecessarily complicated and busy for no reason. But I guess that's because always had an RMI or HSI with a bearing pointer and never even imagined an airplane without one. I wonder who doesn't have a BP these days.

[@Dreamerpic]

Mr Dan, thank you so much making these videos. They are not only useful for IFR students but CFIIs too. How can I meet you in person and say how much you have helped me to understand a lot of instrument concepts? ☺️

[@kittykate6019]

Awesome very helpful video

[@parkerklehr2559]

Thank you so much for these awesome and easy to understand videos

[@DC-nc6vt]

Great procedures. Explained well. Thanks

[@phillipulstrup9199]

I am working on my instrument rating right now but I want to eventually become get my CFI. I hope I can teach as well as this. Thanks for the videos.

[@mandersontx1116]

Just stumbled upon this channel. Very clear explanations and to the point instruction. I’d love to see you do a video on holds and procedure turns.

[@flightinsight9111]

Welcome, and thanks so much! This video should hold you over: kzbin.info/www/bejne/hIqYlJ-OdppkZqM Doing a video soon on triple drift correction.

[@hanookgill4471]

Thank you for the clear explanation and presentation I found this very useful

[@krusty1974]

All superb video.. i am a big fan of raw-data flying but i could never get used to this technique. I pick a bank (usually 5 degrees) and keep the bering pointer to my 9 o’clock counterclockwise or 3 o’clock clockwise. Less workload, works like a charm. One other interesting tip could be the calculation of a arc amplitude in miles: amplitude of the arc in degrees divided the DME (in.ex. Entry radial 270 clockwise exit radial 360, DME 15 nm, 90/15=6 nm). In arrival distance calculation factor in about 2 miles for entry+exit. Entries anticipations can also be calculated depending on arrival to the arc direction (from outside or from within) and speed but that’s probably going too far.

[@TheFormerTeam]

So take the difference between the entry radial and the exit radial and divide it by the distance you are arcing from the vor e.g.. Entry 150, exit 200 (clockwise) thus 50 degrees at an 11nm arc so 50/11 = 5ish?nm. I'm actually not sure what that calculates, I'd assume it's the distance of the arc itself. It's interesting but I'm not sure why I would care about that and I'm not smart enough to do that in the air. I guess if I wanted to time my exit?

[@krusty1974]

@@TheFormerTeam it calculates the amplitude in miles of the arc and it’s fundamentally important when calculating your TOD. The math is easy and it’s done at cruise altitude before TOD. No pressure lots of time.

[@ThanhPham96]

I used to do this method, another way to do this is to think of the dme arc as a turn around a point, turn 90 degrees to get on the arc, if the dme is decreasing, turn away from the VOR a bit (5-10 degrees), if it is increasing, turn toward the station. A lot less work than turn 10 twist 10, with the same result and a whole lot less work

[@FlyLeah]

Yeah I always thought that was was easier, it's the IFR version of turn around a point. Make the DME distance the same, and correct for increases with steeper bank angle and decreases with shallower

[@muhammadshoaib4202]

Good job

[@SoloRenegade]

I scored in the top 1-2% nationwide in math in the US. I cannot do mental math while flying for crap. I always tell my students that if I catch them doing math in the cockpit, they are wrong. I also came up with tricks to avoid math, such as rounding certain things to the nearest 10degs, even for things like hold entries. Many students didn't believe me they would work, and thought the deviations would be too much. So I would sit down with them and do the math to prove how far off course my rules of thumb would make them, and once they saw how little it mattered, they started using them. I came up with a method of visualizing the VOR arc on the gauge itself to keep track which way to turn the knob and to anticipate the inbound radial/turn. Finer Points made a video about this same method as well (clearly I'm not the only one to come up with such methods). One trick I taught students was that when flying a DME arc, if they are going to be off course, opt to be inside the arc rather than outside. Trying to fix a deviation on the outside of the arc is harder for students than inside. Flying too far inside the arc is easily fixed by just turning less than 10deg on a segment. When students get outside the arc, they tend to underestimate how much extra they need to turn in each 10deg arc segment and just keep drifting further and further outwards, until they eventually aren't sure where they are anymore.

[@persistentcat]

Happy arcing

[@mwesigwaenos9149]

Amusing explanation

[@rockydabull1711]

I can see this as a useful technique when flying slow moving aircraft, but prefer using the bearing pointer on the 90 technique for faster aircraft. for every .5 outside put the bearing point 10 degrees above the 90, for every .5 inside the arc put the BP 5 degrees below. Once on the arc just nibble away with your turns. Doing this you can maintain within .2 without much effort at all. Use the tail of the BP to maintain SA where you are relative to your lead point for your turn in. My USAF students pick this up very quickly.

[@user-wx1ig5sq4z]

This is better than my instructor explanation 😂

[@MRNEILRYAN]

Bravo. Fantastic explanation

[@mikeaustria5097]

Great video! Perfect explained!

[@Joelo26]

Thank you for teaching me something today.

[@MyNameJeff-ck4sb]

These are awesome videos. Thank you!

[@louloufratzolaki75]

Very Helpfull video!You make it simple! Thank you!

[@mech-animal8]

Perfect video. Thank you!

[@TheFormerTeam]

Something to note is that the R-174 is lacking the altitude/heading/distance so it's not a feeder route. Meaning you would NOT fly it (it's there to verify you are at the beginning of the arc). If you were using a VOR to get onto the arc (beginning the arc at AVALO) you would use the SEA ISLE (SIE) vortac to enter the arc at the AVALO IAF (initial approach fix) on a 059 heading at 4500 with the distance between that vortac and the IAF being 17.4nm. If you were being vectored to the IAF I don't think you would intercept that radial and then fly to the IAF but maybe you would, I'm not an expert. I was asked about feeder routes on my IFR oral so I just wanted to bring it up because at 3:14 and 6:00 you use that radial to get setup on the arc and I thought it was worth mentioning as anything is fair game. I really want to emphasize just how fantastic of a job you do at making these videos. It really helps break down the whole thing into an easy-to-understand way. Please keep it up! It's also a great way to quickly review some forgotton topics, basically the ultimate flash cards.

[@devansh8846]

Wonderful explanation.

[@Theotherpilot.]

Beautiful 😻

[@aviatortrucker6285]

The FAA doesn’t mind if you go plus or minus .1 DME. I usually fly the heading for five seconds and then turn 3° count another five seconds. I turn 3° this pretty much keeps you on the arc. If there’s any wind, I will turn 5° or sometimes 6° every five seconds. This works out pretty well around 100 kn.

[@aviatortrucker6285]

When you have wind, it makes it more difficult and I find turn 10 twist is a lot of work. I agree you make a 90° turn and watch your DME. If it moves in .1, you delay, the turn or turn 5° outbound until you are back on the DME. If it increases one 10th then you need to turn a little steeper. Watching your heading you will see your inbound course approaching the 90° point on your DG or HSI. When you’re about 80 to 85° from being on that course, you begin your standard rate return, and you should roll out fairly close to being on course. I’m not sure if it is plus or -.1, it may be plus or -.5, but you should be fairly close to your exact DME as much as possible.

[@Antonio-bc2ue]

Amazing!

[@donnygustian6707]

thank you very much

[@rumrnr78]

Set the inbound course and fly the DME- if it counts down adjust bank outboard, if counting up adjust inboard- don’t over think it! Or, use your G1000 ha, ha

[@azcharlie2009]

It's much easier to fly a little bit inside of the arc, as opposed to outside the arc. If you're too close to the VOR, just keep flying straight until your distance is correct. If you get outside too much you have to turn more. Flying straight is much easier than banking in IFR conditions.

[@rileycarew1946]

This is a great explanation! Thanks a ton!

[@flightinsight9111]

You bet. Glad you could use it

[@torch47xx70]

Never did a dme arc until my MD11 type rating checkride

[@limejuise]

Here is a question for prospective instrument pilots. What is protected airspace on the arc??

[@alanreynolds2287]

Excellent!

[@user-sx5dp2on2y]

Thanks for the great video! Please help me get one thing. Why you can't just turn 90 to the arc and set VOR receiver to 302 right after that? Won't DME show the same distance to the VOR in that case? I just don't get why we need to do all these small corrections with VOR.

[@pilotactor777]

great vid-but use an interception `rule of thumb` of 1 percent of groundspeed before turn- therefore if G/S =120kias, turn 1.2 nm before turn.

[@jlmurrel]

There are instructors on other KZbin videos recommending starting the inbound turn one or two degrees before reaching the approach vector. Does that jibe well with what others have learned flying these DMEs? Or is it simply easier to monitor the DME distance?

[@joaoleitao3320]

@@jlmurrel The formula to calculate the deg of antecipation from the arc to the radial is ground speed times 3 over the arc times 10. So if the airplane speed is 90 kts and the arc the 10 dme its 270/100 = 2.7 degrees

[@Winter27498]

Thanks a lot this has really helped me thumbs up ---you explained this very well 🔥

[@flightinsight9111]

I appreciate the feedback! Glad it helped.

[@kabaddiify]

i prefer bearing pointer method, keep the vor on the wing and correct as needed.

[@gargeesathe9792]

Super helpful!

[@flightinsight9111]

Thanks! Happy flying!

[@maheralazzawi7814]

very nice

[@samuelmulugeta2576]

Great video. But, please use the new HSI

[@cesarbeltrami6691]

Please tell me if I'm Wright when Isay that the course when going to left is shown by the left SIDE of the horizontal line at the VOR. TKS !!

[@rafaelmantucci9303]

Is there a way to estimate how early you should turn based on ground speed or is 100kt/0.5nm a good ground rule?

[@garudaaquila1241]

once established on the arc, isn't it easier to maintain the distance from the center and turn by a few degrees when that distance drifts by more than, say 0.1 nm? I tried this on different DME arcs (10 nM, 14nM etc) on Xplane and it works fine. I found that a turn of about 6 to 8 degrees for every 0.1 nM works well.

[@adrianbermudezrojas4556]

To avoid overshooting of the Arc 90 degree Anticipate 1/2 mile at 150 knots or below in this case 10.5 DME Above 150 knots 1 mile In this case 10 DME

[@susanmitrano5423]

hello Dan, my name is Susie. I love your videos, have learned a lot watching them. I took some flying lessons but ran out of money, did not get very far. I love to learn about all aspects of flying. So I watch a lot of KZbin videos. Can I take the ifr ground course even though I do not have a pilot'.s license. I have bought the instrument procedures handbook and instrument flying handbook that I am studying.

[@flightinsight9111]

Hi Susie, of course you can take the IFR ground school if you’re looking to sharpen your knowledge. We do have a sizable number of non pilots who take the program and use it for their use of flight simulator. But even if you’re not doing that, it will give you a much deeper understanding of how the national airspace system works. HTTPS://flight-insight.com/ifr

[@Gustavo-iz5qk]

Awesome!!!

[@f..4269]

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[@markcardwell]

Thx

[@Jetfuel90]

Question, why do you not twist to a 122 radial when turning inbound towards the VOR? Why do you twist to a 302 radial?

[@s_m_v]

Reverse sensing. Setting 122 would have your CDI needle indicating "backward". It can be done, but it will be very confusing.

[@javev1772]

Serious question: this procedure is very easy to mess up, lots of stuff going on. Why not just load the approach in the gps and use the DME in the gps plus the magenta line on the screen, yess I would still use the needles but I’ll be concerned about the workload. Thanks

[@OrlandoemCasa]

Great video. Tried to practice the app on XPlane 11 and the VOR frequency was different. Still haven't figure it out why the DME distances are never the same from the plates, any clues? It's not just this one. Thanks.

[@flightinsight9111]

Not sure why the figures are different. The DME distance from a fix should be the same as indicated on the receiver as depicted on the plate. The only thing I can think of is if you're a certain DME distance from a VOR, the GPS may show a slightly lower number than the DME. This is because of slant range: in other words the distance from your airplane up at altitude to the VOR is greater than the straight line distance over the ground, which is what the GPS indicates. That might not be your issue though.

[@OrlandoemCasa]

@@flightinsight9111 I fly out of KORL and KISM as a real pilot and sim pilot @ home. On practicing my approachs on XPlane11 I never/sheldom get the same distances that I would have when flying in the real plane. Learned to deal with and keep looking for the answer.

[@douglasnjuguna3318]

These is amazing, l just want to ask how did you calculate the 5nm

[@flightinsight9111]

Ohhh, been a while since that video but I think I took the turn radius if you're doing 100 knots in a standard rate turn. A full 360 is two minutes so two minutes at 100 knots is 3.33 nautical miles, which is the circumference of the circle. Divide that by pi to get a diameter of about 1, take half of that for a radius of .5. I dunno check my math I'm a bit fuzzy.

[@johnhartley5261]

Don't beat Dan up over his complicated arc technique. If his technique doesn't work for you, try another. At 1:36 and 1:47 Dan calls it a "3o2 heading". It should be, a "302 track". Heading and track are only the same in a zero-wind condition, however, track is always correct. Also, he uses a lot of "oh's" instead of zeros. O (Oscar) is a letter and 0 (zero) is a number. We're teaching pilot's, pilot's shouldn't use letters in headings (I also frequently hear it said incorrectly in altitudes (flight level 2, oh, oh) by unprofessional pilot's, usually the ones who also say the meaningless, "I'm with you" at 3,000 phrase on check-in). This is particularly troubling when you eventually fly international flights. The controllers are usually using English as a second language and often don't understand slang. Learn these things correctly the first time instead of developing bad habits that'll have to be broken and relearned later. Dan, I appreciate your hard work on these videos - keep up the good work!

[@monaessam2679]

Thank you for the help! and easy explanation. what is the formula that you use to calculate how far you should turn 90 degrees to start the arc? you said 0.5 NM if my GS is 100KNT what about if my GS is 80 KNT? Thanks

[@davidbremer4546]

A formula I remember: y(z)=radials to lead by. (y=60 / DME arc distance) (z=groundspeed x .01)

[@davidbremer4546]

So, y=5.45 (60/11 DME) and z=0.8 (80 knots gs x .01). Therefore, 5.45x0.8=4.36. Lead your turn by 4-5 radials, or degrees.

[@ryanmcgowan3061]

Why not just fly a heading that is always 90° to the current radial? Completely remove the timing: > Start the initial 90° at DME - 0.5 or so. > Rotate the OBS to center the needle > Note side arrow reading of the VOR > Adjust course to said heading > Check DME > Adjust as needed. > Repeat.

[@thomassheehan4193]

Nice, but why the reverse sensing? and then in the heat of battle having to turn your CDI 180° while you’re turning and maintaining altitude….kiss

[@reponrepnation3004]

After turning 90 degrees to join the arc, afterward why can't you just watch for DME distance, if the DME distance is increasing, meaning you are flying away from the arc so you better start turn towards inside a bit vice versa or even easier way keep your VOR always 90 degree of your current heading eh . wouldn't this work out better ?

[@flightinsight9111]

This is perfectly acceptable and real world probably what you'd rely on most. The turn ten twist ten concept adds a bit more situational awareness so that you can anticipate those turns to stay the proper distance, rather than react to deviations on the DME.

[@reponrepnation3004]

@@flightinsight9111 so turn 10 twist 10, start when your DME distance start changing ? and you turn heading 10 degree also VOR course 10 degree, your goal is to try to center the CDI and also remain that DME distance huh

[@flightinsight9111]

Essentially, yeah. It’s easy to over think the DME arc but the main thing as you said is to keep yourself the proper distance. Have you tried these yet? It’s a great thing to load up in your simulator if you have one at home

[@TheFormerTeam]

@@reponrepnation3004 I think it's mainly so that there is a procedure to follow, kind of like a checklist, rather than flying it like a manuever but it's essentially the same thing. I think as long as you're consistently within tolerance and meeting ACS requirements then you should do it however you like.

[@JM-dv1zq]

5:09 on video you gloss over " you'll notice the red flag changes from, blah blah blah..." Can you please clarify what you said about some 'red flag' ? Thanks -

[@susieq8684]

I’m sorry but the thumbnail is just funny.

[@flightinsight9111]

Lol nice