Narrative:

We were planning takeoff from runway 16R, but tower cleared us runway 16L. We finished the takeoff checklist and proceeded down the runway. As we rotated, we got a #2 engine overtemp red light on the gauge. As we climbed out, I reduced the #2 motor to get rid of the light while cleaning up. Then the first officer's flight director started giving him problems (went to back course as we crossed the NAVAID) and I turned off his flight director and told him to fly the course deviation indicator. We were next cleared to switch departure. I had to dial in departure frequency and was heads down. The first officer then started to turn left at what I thought was irno for the fmg fix (runway 16L DME was out). I looked left and saw that we were too low and I came back to his instruments and told him to turn back right to center the course deviation indicator. We joined the departure radial (no alerts) and then turned left to fmg with departure's concurrence at 9000 ft. My first officer was trying to turn early irno fix using his FMC, vice flying over it. Also, part of the confusion was the lack of operating DME on runway 16L ILS frequency, thus being forced to fly over an INS fix in a single FMC airplane and no moving map. A lot happened in a short time and I will take more time on the departure brief to ensure everyone is on the same page! Supplemental information from acn 589884: new data was accomplished/verified and takeoff commenced. I noticed an irregularity with my flight director (probably due to dialing up the irno for the mustang 6 departure). I was also not receiving the irno DME, which was needed for the turn towards the fmg VOR. I selected the 'legs' page of the FMS and began to lead my turn to 'bijtu' by 1 mi. The captain noted my error and corrected me back to the localizer course. One contributing factor to the deviation was a misunderstanding between rno clearance delivery and myself. I understood her to tell me that the fmg DME was OTS, as opposed to the irno localizer DME OTS. One tool that would have been helpful is the moving map display. Lesson learned: overfly the irno localizer DME before making the turn due to high terrain. Tower/departure appeared satisfied with our corrected actions.

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Original NASA ASRS Text

Title: B737-300 CREW HAD #2 ENG OVERHEAT DEPARTING S AT RNO. THE FO TURNED EARLY TO INTERCEPT THE SID RADIAL.

Narrative: WE WERE PLANNING TKOF FROM RWY 16R, BUT TWR CLRED US RWY 16L. WE FINISHED THE TKOF CHKLIST AND PROCEEDED DOWN THE RWY. AS WE ROTATED, WE GOT A #2 ENG OVERTEMP RED LIGHT ON THE GAUGE. AS WE CLBED OUT, I REDUCED THE #2 MOTOR TO GET RID OF THE LIGHT WHILE CLEANING UP. THEN THE FO'S FLT DIRECTOR STARTED GIVING HIM PROBS (WENT TO BACK COURSE AS WE CROSSED THE NAVAID) AND I TURNED OFF HIS FLT DIRECTOR AND TOLD HIM TO FLY THE COURSE DEV INDICATOR. WE WERE NEXT CLRED TO SWITCH DEP. I HAD TO DIAL IN DEP FREQ AND WAS HEADS DOWN. THE FO THEN STARTED TO TURN L AT WHAT I THOUGHT WAS IRNO FOR THE FMG FIX (RWY 16L DME WAS OUT). I LOOKED L AND SAW THAT WE WERE TOO LOW AND I CAME BACK TO HIS INSTS AND TOLD HIM TO TURN BACK R TO CTR THE COURSE DEV INDICATOR. WE JOINED THE DEP RADIAL (NO ALERTS) AND THEN TURNED L TO FMG WITH DEP'S CONCURRENCE AT 9000 FT. MY FO WAS TRYING TO TURN EARLY IRNO FIX USING HIS FMC, VICE FLYING OVER IT. ALSO, PART OF THE CONFUSION WAS THE LACK OF OPERATING DME ON RWY 16L ILS FREQ, THUS BEING FORCED TO FLY OVER AN INS FIX IN A SINGLE FMC AIRPLANE AND NO MOVING MAP. A LOT HAPPENED IN A SHORT TIME AND I WILL TAKE MORE TIME ON THE DEP BRIEF TO ENSURE EVERYONE IS ON THE SAME PAGE! SUPPLEMENTAL INFO FROM ACN 589884: NEW DATA WAS ACCOMPLISHED/VERIFIED AND TKOF COMMENCED. I NOTICED AN IRREGULARITY WITH MY FLT DIRECTOR (PROBABLY DUE TO DIALING UP THE IRNO FOR THE MUSTANG 6 DEP). I WAS ALSO NOT RECEIVING THE IRNO DME, WHICH WAS NEEDED FOR THE TURN TOWARDS THE FMG VOR. I SELECTED THE 'LEGS' PAGE OF THE FMS AND BEGAN TO LEAD MY TURN TO 'BIJTU' BY 1 MI. THE CAPT NOTED MY ERROR AND CORRECTED ME BACK TO THE LOC COURSE. ONE CONTRIBUTING FACTOR TO THE DEV WAS A MISUNDERSTANDING BTWN RNO CLRNC DELIVERY AND MYSELF. I UNDERSTOOD HER TO TELL ME THAT THE FMG DME WAS OTS, AS OPPOSED TO THE IRNO LOC DME OTS. ONE TOOL THAT WOULD HAVE BEEN HELPFUL IS THE MOVING MAP DISPLAY. LESSON LEARNED: OVERFLY THE IRNO LOC DME BEFORE MAKING THE TURN DUE TO HIGH TERRAIN. TWR/DEP APPEARED SATISFIED WITH OUR CORRECTED ACTIONS.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.