Commercial Fixed Wing
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 100; Flight Crew Type 10000
Confusion; Communication Breakdown
Deviation / Discrepancy - Procedural Published Material / Policy
General None Reported / Taken
Chart Or Publication
In preparing for the flight; I could not determine the engine-out minimum cleanup altitude departing Runway 16R for an engine failure that occurs after D3.0 IRNO. The complex special EFP reads 'EO - Established on H325 and above 5;500 feet MSL' - a condition that will not be reached if climbing via IRNO LOC SOUTH COURSE per the EFP. After talking to the Chief Pilot on Call; who then made inquiries to other internal resources; it was determined that 5;500 feet MSL is the minimum cleanup altitude. In fact; at the minimum all-engine climb gradient of 440 ft./NM any departing aircraft will be above 5;500 feet MSL (1;085 ft. AAE) before D3.0 IRNO. However; with an all-engine minimum cleanup altitude of 7;400 feet MSL an engine failure can occur with the flaps extended. The EFP does not provide a minimum cleanup altitude for that case.Our departure was uneventful; and our light-weight [aircraft] reached 7;400 ft. MSL as we crossed D3.0 IRNO. Winds were out of the south at 45 kts. On a side note; the [Runway] 16L/R EFP for IRNO OTS (Out of Service) appears flawed. If IRNO and IAGY are both OTS the procedure specifies runway heading to 8;500 feet MSL. At max crosswind for a V2 of 131 KIAS of 70 kts.; drift angle will be 32 degrees. With a ground track of 196 (degrees); the terrain at 7;862 feet is almost precisely on course from the FMG R-205 decision point. The crosswind limits appear to be for the early turn to H325; but may need to be more restrictive for a 164 heading climb to 8;500 feet MSL.
Captain reported inconsistencies in RNO departure procedures.