The RNO special single engine departure procedure was a cluster in the 145. It was absolutely absurd. If I find the chart (I kept it for a good laugh) I'll post a copy.

If you're XJT, it's still on the flightops section if you want to look at it. All 15 or so pages.

It was terribly asinine, especially when departing to the south. There would have been NOTHING wrong with just tracking the LOC into that giant, wide valley. As opposed to that non standard/complex climb, level off, start a X degree bank turn, intercept a radial inbound, fly outbound on another radial, join a radial off another navaid, turn around and go back.

The special two engine missed was messed up as well. The mantra from the headshed is "ATC is aware of out special DP's/SMAP's". Sorry NO THEY ARE NOT!!!! If you ever went around in RNO for wind shear you know what I mean.

QRO and SLW don't have crap on how hard XJT made that whole ordeal. SFO and LAS were a bit of a PITA as well.

Yeah, the single engine at Reno is not pretty. It made a lot more sense after doing it in the sim. Reading it isn't really enough.

Another really screwed up one that I remember from when I was at Horizon is the single engine DP off of 16 at YLW (Kelowna, BC). It took three NDBs to define this kinda S shaped path that would get you over Okanagan Lake without hitting any rocks.

Yep... XJT. I didn't know we still had it available online. I used to avoid Reno for that very reason. Half of the 50 minute flight was spent briefing that disaster waiting to happen. I remember doing it in the sim back in '07 for a PC. It had the potential to be a ball buster if you weren't careful. Did a go around once or twice due to W/S out there. Fun times.

That, and the arguments we'd have with tower about departing while tracking the BC vs. flying runway heading (I guess we weren't allowed to depart without tracking the BC as per the -7).

Ya know, as much as I complain about RNO... my worst day of flying Branded was still a million times better than my best day in the CoEx system. :(

I keep hearing that, but I just don't see how.

Set your altimeters properly and fly a heading to an altitude, then turn to another heading. Just make sure you know where you're going next.

-mini

Turning left at 400' to intercept the 328° radial keeps you clear of P-56 all right...but puts you right over Rosslyn and squarely into noise complaint territory (yes, even in an RJ which is whisper-quiet compared to a MD80). DCA keeps radar tracks of all aircraft and they have regular meetings with representatives of the airlines that fly in/out of there about compliance with the procedures.

IIRC you take off, @ 400' turn left and toward Roosevelt Island, from there turn left again and intercept the 328 radial outbound. It has been a few years...and I *was* based there, but it ain't exactly difficult or rocket science.

Same way pretty much everybody gets into trouble anywhere:

Don't brief the DP well
Don't fly what they brief
Not paying attention

Well, I could see that.:p

The procedure itself is pretty simple though. I'm sure there are more complex ones out there. But yeah, if you don't brief it, don't fly what you do brief, or just don't pay attention, you're bound to f-something up.

-mini

Eldee3 followed by river visual 19 land 15. Gotta be on your stuff both lateral and vertical.

Came off of JFK on the Kennedy 1 today... The CRJ FMS has the dept with breezy trans so it's as easy as "nav mode"!

This i hear is one of the hardest in the arctic when IFR.

YouTube - Landing Runway 24 Pangirtung, Nunavut, Canada

Or if you have balls try the: NDB/DME RWY 16 (Page 3)

http://charts.ivao.ca/CAP2/CYCD.pdf