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The distinguishing feature of the DME arc is that the pilot is required to fly the aircraft along a circular track around the vortac station at a specified distance.
When turning onto an arc, plan to lead your turn to avoid overshooting the desired arc. A good rule-of-thumb is to lead desired DME indication by 1% of your ground speed. For a 200 knot ground speed, lead 2 miles.
Keeping the bearing indicator near the wing tip will keep you close to the desired arc. Flying in a series of short, straight legs is usually the best technique to use. Do not attempt to fly in a continuous bank.
The DME indication should be the same as the published DME distance each time the VOR-RMI needle passed through the wing tip position. If you drift off the arc, make as small a correction as is practicable to return to the arc; correct 10° for each . mile outside the arc, and 5° for each . mile inside the arc. Since a graphic presentation of the station’s position is important to flying a DME arc, do not attempt this maneuver with the bearing indicator inoperative.
For most DME transitions, a lead of approximately 10 degrees will be adequate for turning from the arc to the final approach course (at 15 NM from the station, 10 degrees of arc is equivalent to 2. NM).

DME Arc
MD-80  Sec. 4 Page 301 
Flight Manual  Continental  Rev. 05/15/95  #23 
CREW EFFECTIVENESS MARKERS 

The following Crew Effectiveness Markers were developed to assist crew members in their understanding and practice of Crew Resource Management. The markers were structured in a checklist format for ease of use and recall. Crew members should use the markers as a checklist for decision making and as a guide for crew briefings. They should be reviewed periodically to improve CRM proficiency, just as emergency and abnormal checklists are revisited from time to time. CRM will be evaluated in training events, proficiency checks, and line checks utilizing the Crew Effectiveness Markers.
The Crew Effectiveness Markers can also serve as a debriefing tool after a line flight or training event. A debrief should always be conducted after a flight which challenged a crew in some manner. Potential exists for valuable new learning if a crew conducts a frank yet positive self-evaluation following significant flight events. Debriefings should be conducted by the Captain, but may be initiated by anyone in the crew. Frequent, open communications and active listening are consistently identified as key characteristics of the most effective flight crews.
OVERALL TECHNICAL PROFICIENCY
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Set a professional example.

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Adhere to SOP, FAR’s, sterile cockpit, etc.

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Demonstrate high level of flying skills.

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Be adept at normal and abnormal procedures.

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Maintain thorough systems knowledge.

BRIEFING and COMMUNICATION
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Set an open tone.

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Fully brief operational/safety issues.

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Explicitly encourage participation.

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All are obligated to seek and give information.

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State how SOP deviations will be handled.

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Include cabin crew.

LEADERSHIP and TEAMWORK
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Balance authority and assertiveness.

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Promote continual dialogue.

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Adapt to the personalities of others.

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Use all available resources.

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Must share doubts with others.

SITUATIONAL AWARENESS
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Monitor developments (fuel, weather, ATC, etc.)

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Anticipate required actions.

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Ask the right questions.

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Test assumptions, confirm understanding.

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Monitor workload distribution and fellow crew members.

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Report fatigue, stress, and overload in self and others.

DECISION MAKING
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Fly the aircraft.

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Obtain all pertinent information.

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All crew members state recommendations.

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Better idea suggested? Abandon yours.

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Clearly state plan or intentions.

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Establish “Bottom Lines.”

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Resolve conflicts and doubts quickly.

CREW SELF-EVALUATION
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Debrief key events.

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Continuously provide information to self-correct.

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Openly discuss successes and mistakes.

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Ask, “How could we have done better?”

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Discuss what is right, not who is right.

MD-80  Sec. 4 Page 303 
Flight Manual  Continental  Rev. 01/01/00  #28 
TRAINING 

This section provides the necessary guidelines to assist in the preparation and planning for Captain and First Officer training.  The term “Training” as used herein refers to upgrade training, transition training, requalification training, recurrent training, and proficiency checks.
　
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