Narrative:

Upon receiving a predep briefing from dispatch; I realized that with both fmg VOR and no LMM OTS we would be unable to comply with the single engine climb out procedure required for the silver ILS runway 16R. The visibility required for the silver ILS is 1/2 mi; while the visibility required for the ILS/DME runway 16R is 1 1/2 mi and the visibility for rno at the time was at 3/4 mi. With these visibilities in mind; my first officer and I believed that we did not have the visibility for any approachs at rno given the current conditions. The silver ILS requires the use of the engine inoperative procedure. This procedure does have a stipulation for no LMM being OTS but none for fmg VOR. Overall WX conditions were calm winds; 3/4 mi visibility; -snow; 003 broken; 007 overcast; and 01/00 with braking action advisories in effect. Dispatch referred us to fom; navigation missed approachs. This section of the fom allows us to use LNAV if the ADF is required but not installed on the aircraft and required for use on a 'published missed approach.' we believed that these guidelines did not allow us to bypass the requirement of having fmg VOR in service. Basically; dispatch wanted us to build the single engine climb out in the FMC. We questioned the legality of that for the following reasons: 1) the engine out procedure is technically not a missed approach and; therefore; not legal. 2) the procedure as loaded in the FMC caused a right turnout towards no LMM instead of the required left turn. 3) in order to direct a left turn; an artificial waypoint must be inserted. The question becomes; where do you insert that waypoint and yet remain west of the rmg 181 degree radial? 4) how do you define the fmg 181 degree radial while in the turn towards no and proceed direct to no at the same time? While in discussion with dispatch; the WX improved such that we could fly the ILS/DME runway 16R. While en route; we attempted to build the single engine climb out and discovered the previous anomalies. We believe the answer to the fmg VOR being OTS can be answered in 2 ways: 1) create an LNAV engine out procedure. 2) before being dispatched to rno; ensure that you can fly the straight-out single engine profile based on weight and performance upon arriving at rno.

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Original NASA ASRS Text

Title: A B737-300 PLT QUESTIONS THE LEGALITY OF DISPATCHING FOR THE RNO SILVER ILS IF BOTH THE FMG AND NO ARE INOP BECAUSE NO MISSED APCH NAVAIDS ARE AVAILABLE.

Narrative: UPON RECEIVING A PREDEP BRIEFING FROM DISPATCH; I REALIZED THAT WITH BOTH FMG VOR AND NO LMM OTS WE WOULD BE UNABLE TO COMPLY WITH THE SINGLE ENG CLBOUT PROC REQUIRED FOR THE SILVER ILS RWY 16R. THE VISIBILITY REQUIRED FOR THE SILVER ILS IS 1/2 MI; WHILE THE VISIBILITY REQUIRED FOR THE ILS/DME RWY 16R IS 1 1/2 MI AND THE VISIBILITY FOR RNO AT THE TIME WAS AT 3/4 MI. WITH THESE VISIBILITIES IN MIND; MY FO AND I BELIEVED THAT WE DID NOT HAVE THE VISIBILITY FOR ANY APCHS AT RNO GIVEN THE CURRENT CONDITIONS. THE SILVER ILS REQUIRES THE USE OF THE ENG INOP PROC. THIS PROC DOES HAVE A STIPULATION FOR NO LMM BEING OTS BUT NONE FOR FMG VOR. OVERALL WX CONDITIONS WERE CALM WINDS; 3/4 MI VISIBILITY; -SNOW; 003 BROKEN; 007 OVCST; AND 01/00 WITH BRAKING ACTION ADVISORIES IN EFFECT. DISPATCH REFERRED US TO FOM; NAV MISSED APCHS. THIS SECTION OF THE FOM ALLOWS US TO USE LNAV IF THE ADF IS REQUIRED BUT NOT INSTALLED ON THE ACFT AND REQUIRED FOR USE ON A 'PUBLISHED MISSED APCH.' WE BELIEVED THAT THESE GUIDELINES DID NOT ALLOW US TO BYPASS THE REQUIREMENT OF HAVING FMG VOR IN SVC. BASICALLY; DISPATCH WANTED US TO BUILD THE SINGLE ENG CLBOUT IN THE FMC. WE QUESTIONED THE LEGALITY OF THAT FOR THE FOLLOWING REASONS: 1) THE ENG OUT PROC IS TECHNICALLY NOT A MISSED APCH AND; THEREFORE; NOT LEGAL. 2) THE PROC AS LOADED IN THE FMC CAUSED A R TURNOUT TOWARDS NO LMM INSTEAD OF THE REQUIRED L TURN. 3) IN ORDER TO DIRECT A L TURN; AN ARTIFICIAL WAYPOINT MUST BE INSERTED. THE QUESTION BECOMES; WHERE DO YOU INSERT THAT WAYPOINT AND YET REMAIN W OF THE RMG 181 DEG RADIAL? 4) HOW DO YOU DEFINE THE FMG 181 DEG RADIAL WHILE IN THE TURN TOWARDS NO AND PROCEED DIRECT TO NO AT THE SAME TIME? WHILE IN DISCUSSION WITH DISPATCH; THE WX IMPROVED SUCH THAT WE COULD FLY THE ILS/DME RWY 16R. WHILE ENRTE; WE ATTEMPTED TO BUILD THE SINGLE ENG CLBOUT AND DISCOVERED THE PREVIOUS ANOMALIES. WE BELIEVE THE ANSWER TO THE FMG VOR BEING OTS CAN BE ANSWERED IN 2 WAYS: 1) CREATE AN LNAV ENG OUT PROC. 2) BEFORE BEING DISPATCHED TO RNO; ENSURE THAT YOU CAN FLY THE STRAIGHT-OUT SINGLE ENG PROFILE BASED ON WT AND PERFORMANCE UPON ARRIVING AT RNO.

Data retrieved from NASA's ASRS site as of January 2009 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.