A B757-200 flight crew departure runway 16L misreads the aeronautical chart related to the rno 3 dep...

Attributes
ACN	636677
Time
Date	200411
Day	Fri
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : rno.airport
State Reference	NV
Altitude	msl bound lower : 5000 msl bound upper : 7000
Environment
Flight Conditions	VMC
Aircraft 1
Controlling Facilities	tracon : rno.tracon
Operator	common carrier : air carrier
Make Model Name	B757-200
Operating Under FAR Part	Part 121
Flight Phase	climbout : takeoff climbout : initial
Route In Use	departure sid : reno 3
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Experience	flight time last 90 days : 160 flight time total : 7000 flight time type : 2500
ASRS Report	636677
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Experience	flight time last 90 days : 85 flight time total : 5800 flight time type : 3000
ASRS Report	636679
Events
Anomaly	non adherence : clearance non adherence : published procedure other spatial deviation
Independent Detector	atc equipment other atc equipment : radar other controllera other flight crewa
Resolutory Action	controller : issued new clearance controller : issued advisory flight crew : became reoriented flight crew : returned to original clearance
Consequence	faa : assigned or threatened penalties
Supplementary
Problem Areas	Chart Or Publication Environmental Factor Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

The captain briefed the reno 3 departure for takeoff with a right turnout after takeoff at 5000 ft as depicted on the 10-3A page. Because of being rushed for time he was unaware that the right turnout after departure was for runway 25 only. At approximately 7000 ft first officer advised captain to turn back south to a 160 degree heading, at which time rno departure controller requested our altitude and said to turn back to a southerly heading. After reaching 15000 ft, rno departure controller gave a turn back to fmg VORTAC and switched us to ZOA controller. Contributing factors are that the captain has not flown into rno for over 7 yrs. The captain was rushed because the aircraft was parked at another air carrier gate and had to try the jetway code at gate that did not work then go to other gate and go to operations. The 10-3A chart is very confusing and the depicted departure path can and was confusing because the right turn at 5000 ft that is marked on the chart looks like it is also used for runway 16R/left. It is not until you read the printed route on departure at the bottom of the page that someone has the full picture of the departure path. I strongly recommend that this procedure on the chart be rewritten as soon as possible. The crew made a normal landing at ord before filing this report. Supplemental information from acn 636679: after takeoff we tracked the ILS and cleaned up. We had a frequency change to departure and captain called for heading select. I noticed the turn off ILS back course and thought I missed a call during the frequency change. I advised we needed to stay on heading when I was checking in with departure and planned on querying him on heading assigned. The controller asked us our altitude and told us to turn back to intercept back course on a 120 degree heading. The controller asked why we deviated from the departure and I answered we misread the reno departure. The captain had briefed several times 340 degree heading after takeoff for engine-out procedures and when he glanced down at the departure he had seen 340 degree heading out of 5000 ft by the runway 16R that 340 degree heading was fresh in his mind and started a turn. We were told by center to call when we landed with a possible deviation. We both were a little tired from early go. I had never been there and the captain hadn't been there in 10 yrs. The engine-out procedures are complicated and the reno departure is a bit confusing if you quickly glance at it. Rushed because of no gate codes for gate put us behind.

Original NASA ASRS Text

Title: A B757-200 FLT CREW DEP RWY 16L MISREADS THE AERO CHART RELATED TO THE RNO 3 DEP FOR RWY 25 AND TURNS TOWARD 340 DEGS AT 5000 FT MSL BEFORE RECEIVING AN ADVISORY CALL AND REVISED CLRNC FROM DEP CTLR AT RNO.

Narrative: THE CAPT BRIEFED THE RENO 3 DEP FOR TKOF WITH A R TURNOUT AFTER TKOF AT 5000 FT AS DEPICTED ON THE 10-3A PAGE. BECAUSE OF BEING RUSHED FOR TIME HE WAS UNAWARE THAT THE R TURNOUT AFTER DEP WAS FOR RWY 25 ONLY. AT APPROX 7000 FT FO ADVISED CAPT TO TURN BACK S TO A 160 DEG HDG, AT WHICH TIME RNO DEP CTLR REQUESTED OUR ALT AND SAID TO TURN BACK TO A SOUTHERLY HDG. AFTER REACHING 15000 FT, RNO DEP CTLR GAVE A TURN BACK TO FMG VORTAC AND SWITCHED US TO ZOA CTLR. CONTRIBUTING FACTORS ARE THAT THE CAPT HAS NOT FLOWN INTO RNO FOR OVER 7 YRS. THE CAPT WAS RUSHED BECAUSE THE ACFT WAS PARKED AT ANOTHER ACR GATE AND HAD TO TRY THE JETWAY CODE AT GATE THAT DID NOT WORK THEN GO TO OTHER GATE AND GO TO OPS. THE 10-3A CHART IS VERY CONFUSING AND THE DEPICTED DEP PATH CAN AND WAS CONFUSING BECAUSE THE R TURN AT 5000 FT THAT IS MARKED ON THE CHART LOOKS LIKE IT IS ALSO USED FOR RWY 16R/L. IT IS NOT UNTIL YOU READ THE PRINTED RTE ON DEP AT THE BOTTOM OF THE PAGE THAT SOMEONE HAS THE FULL PICTURE OF THE DEP PATH. I STRONGLY RECOMMEND THAT THIS PROC ON THE CHART BE REWRITTEN ASAP. THE CREW MADE A NORMAL LNDG AT ORD BEFORE FILING THIS RPT. SUPPLEMENTAL INFO FROM ACN 636679: AFTER TKOF WE TRACKED THE ILS AND CLEANED UP. WE HAD A FREQ CHANGE TO DEP AND CAPT CALLED FOR HDG SELECT. I NOTICED THE TURN OFF ILS BACK COURSE AND THOUGHT I MISSED A CALL DURING THE FREQ CHANGE. I ADVISED WE NEEDED TO STAY ON HDG WHEN I WAS CHKING IN WITH DEP AND PLANNED ON QUERYING HIM ON HDG ASSIGNED. THE CTLR ASKED US OUR ALT AND TOLD US TO TURN BACK TO INTERCEPT BACK COURSE ON A 120 DEG HDG. THE CTLR ASKED WHY WE DEVIATED FROM THE DEP AND I ANSWERED WE MISREAD THE RENO DEP. THE CAPT HAD BRIEFED SEVERAL TIMES 340 DEG HDG AFTER TKOF FOR ENG-OUT PROCS AND WHEN HE GLANCED DOWN AT THE DEP HE HAD SEEN 340 DEG HDG OUT OF 5000 FT BY THE RWY 16R THAT 340 DEG HDG WAS FRESH IN HIS MIND AND STARTED A TURN. WE WERE TOLD BY CTR TO CALL WHEN WE LANDED WITH A POSSIBLE DEV. WE BOTH WERE A LITTLE TIRED FROM EARLY GO. I HAD NEVER BEEN THERE AND THE CAPT HADN'T BEEN THERE IN 10 YRS. THE ENG-OUT PROCS ARE COMPLICATED AND THE RENO DEP IS A BIT CONFUSING IF YOU QUICKLY GLANCE AT IT. RUSHED BECAUSE OF NO GATE CODES FOR GATE PUT US BEHIND.

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.

A B757-200 flight crew departure runway 16L misreads the aeronautical chart related to the rno 3 departure for runway 25 and turns toward 340 degrees at 5000 ft MSL before receiving an advisory call and revised clearance from departure controller at rno.