Ok I admit it what is RMI  ??? not ever heard that term?
Are you talking abou ADF? I fly IFR alot and that term is new to me.

RMI stands for Radio Magnetic Indicator. Usually it has 2 needles - 1 for VOR (VOR2 usually in FS) and one for ADF.

Let's say for sake of argument that NAV1 and the VOR on your RMI are on the same frequency. They won't 'point' in the same direction since the arrow on the RMI always points directly to the VOR beacon, while the arrow on the HSI is aligned with the radial that is tuned in. The same goes for the ADF needle on the RMI, it points towards the NDB.

Dual RMIs are obviously useful for working out fixes between 2 VOR beacons which you had to do before all the conveniences of GPS and FMCs. If you wanted to fly from A to B using VOR's you rarely wanted to fly from VOR to VOR otherwise you would be zig zagging all over the place. Rather you wanted to fly from VOR intersection to intersection much as you do nowadays, although now it's all worked out for you.

In the days of the DC3 you had to get your chart, draw your track on it with your chinagraph pencil and work out your own waypoints using any navaids that were available. Because NDBs are of rather low range, you usually had to rely on VORs and your waypoints were therefore where radials of 2 VORs intersected. You had to work out the bearing to each VOR and use these bearings to fly your route.

You'd be flying by hand or maybe with a wing leveller. Unlike FS, you can trim most aircraft accurately enough to maintain an altitude pretty easily so you could fly without too much effort at the speeds of those days without too much effort without needing an autpilot.

Oh and if this all sounds a bit obscure compared to the 'jump in and go' approach nowa days, don't forget that these VOR radial intersections would in fact be 'secondary' checks on the accuracy of you flight planning. You would have taken an hour or more beforehand with full weather data for takeoff, en route and arrival plus winds aloft data which you used with your flight computer to accurately compute the headings, speeds and times of each leag of your flight plan and you took care to ensure that once you worked it out you flew it. If you didn't, you got lost.

I'm looking at my Airtour CRP-5 Computer right now which I used when I learnt to fly in the 70s - and used for all my flights at that time no matter how short. It's almost exactly the same as those good ole DC3 pilots would have used not to mention the guys in 1939-45.

the way you read the RMI is as follows:

if tuned to a VOR, the radial FROM the station is read under the tail of that arrow.

if tuned to an NDB, the bearing TO the station is read at the head of the arrow and the bearing FROM the station is read at the tail of the arrow.

just thought i'd point that out in case it wasn't clear enough in the other posts.

So far so good -- on track for POL VOR and as per Flight Plan @ 6,000ft.
Unless I calculate by time and distance I will overfly POL and never know (no DME on the DC-3 !)
Time to tune and activate POL VOR (112.10) on VHF NAV-2. Note that the Green pointer is now overlaying the Red and is pointing towards 196 on the RMI card. The Red tells me that I am tracking FROM Newcastle on 196. The Green also tells me that I am heading TO the POL VOR but on the reciprical of 016 (196-180). I could have activated both at Newcastle. I now toggle NAV-1 to off and fly by NAV-2. When I overfly POL VOR the needle will reverse (very smartly if I am directly over the station).
I have decided to land on Rwy 24R at Manchester ...
Soon

Well, I can't offer some major advice, since you seem very comfortable at "old school" navigation
But do you use a timer?
I though that was very important, so you can calculate distance from/to a VOR or NDB?

While connected just to enlarge on some points :-
1. Jeppeson Charts
I bought Europe only and it`s great if you intend to be even half serious about simming.  Departure procedure from Newcastle and arrivals at Manchester are included.  I simply scanned for an approach not requiring ILS or DME
2. Establishing on a given radial
ATC would expect you to do this in reasonable time.  Given the Newcastle scenario the quickest would be a tight right turn off 72 onto 108 bringing you parallel with the runway and a quick left turn off 108 onto 196 giving you an intercept angle of 88 (196-108).  You are allowed some leeway.
A 60 intercept would be better.  You could use a lot less but this would delay establishment.  I use 45 so for the above I would turn off 72 onto 150 (196-45=nearly).  As you approach the 196 make a 15 left and hold for a few seconds then another 15.  This will slow down the movement of the needle then do a slow left until the needle is plumb with the Marker.  Recovering from an overfly is a pain and uncessary
3. Staying on a radial
When established at the correct altitude you can use Auto-pilot AFTER you have practiced manual - these gadgets do fail !

Are you ready for this !
Its 1943 and you are a USAAF pilot flying Dakotas from your base on San Clemente Island.  Your mission is to fly the supply run from base to Los Angeles Int. carrying personnel and returning with personnel/supplies.
Set up a Flight Plan from San Clemente I (KNUC - Rwy 5) with destination Los Angeles Int. (KLAX).  Choose the options "IFR" and "VOR to VOR".  Edit to include waypoints VOR Santa Catalina SXC (111.40),  VOR Seal Beach SLI (115.70),  NDB Vinee (Burbank 253.00).  To avoid civil traffic you are routed via the "back door" to Los Angeles Rwy 24R which is reserved for the military.
Print the Flight Plan.  KNUC - SXC is Leg 1,  SXC - SLI is Leg 2,  SLI - UR is Leg 3.  For KLAX enter (113.60),  cross out Alt 126 and for Hdg 173 replace with 249.  On Leg 4 you will leave Hdg 313 onto 249 for an (almost) staight in to Rwy 24R (on extreme right) using charts/judgment for landing.
In IFR conditions you must adhere to the Flight Plan.  In VFR conditions you must land on Santa Catalina using best judgment.
TIP :- when nearing S. Catalina I (at about 3,000ft) save the file with name "Approaching Catalina".  Believe me you will run this a few times !
Chocks away