B737-800 CAPT ADVISES THAT HIS ACR'S ENG FAIL PROCS FOR RNO ARE INADEQUATELY TAILORED FOR SPECIFIC ACFT PERFORMANCE.

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PUBS/MANUALS MISLEADING OR IN ERROR REGARDING RNO ENG FAILURE OPS. I COMMUNICATED PREVIOUSLY ABOUT MY DISSATISFACTION WITH THE RNO PROCS. COMMERCIAL CHART UNDER 'NORMAL TKOF PROCS.' THE STATEMENT SAYS 'MAINTAIN V2+ APPROPRIATE ADDITIVES UNTIL REACHING 6000 FT MSL.' THIS STATEMENT SHOULD READ 'MAINTAIN MINIMUM MANEUVERING SPD FOR TKOF FLAPS THAT PERMITS 30 DEGS OF BANK UNTIL REACHING 6000 FT.' NOBODY KNOWS WHAT 'APPROPRIATE ADDITIVES' MEANS IN THE TEXT WE PRESENTLY HAVE. UNDER RWY 16L/16R;UNDER 'CAUTIONS' THE PRESENT TEXT STATES: 'DURING AN ENG FAILURE; IN ORDER TO MAINTAIN APPROPRIATE VERT TERRAIN CLRNC FROM CLOSE-IN OBSTRUCTIONS; DO NOT BEGIN ACCELERATION TO V2+10 UNTIL AT 4800 FT MSL.' THIS STATEMENT SHOULD READ 'DURING AN ENG FAILURE MAINTAIN ENG FAILURE SPD UNTIL 4800 FT MSL THAN ACCELERATE TO 'MINIMUM MANEUVERING SPD FOR TKOF FLAPS.' NOW I CAN DO 30 DEGS OF BANK WHEN I GET TO 2.7 DME SO I HAVE MY BEST TURN PERFORMANCE. V2+10 MEANS NOTHING TO THE B737 AS STATED IN THE PRESENT TEXT AND IF I DID EXCEED 15 DEGS OF BANK AT V2+10 I WOULD VIOLATE MY B737 OPERATING MANUAL. UNDER RWY 16L/16R; UNDER 'CAUTIONS' THE PRESENT TEXT STATES: 'IF ENG FAILURE SPD IS GREATER THAN V2+10; CONSIDER INCREASING BANK ANGLE AS APPROPRIATE FOR SPD TO INTERCEPT 316 DEG BEARING TO NO LMM.' THIS STATEMENT SHOULD BE REMOVED; IT IS UNNECESSARY. COMMERCIAL CHART UNDER 'ENG FAILS BELOW 6000 FT MSL AND PRIOR TO D2.7 IRNO.' THE SECOND BULLET STATEMENT READS 'AT 4800 FT MSL; ACCELERATE TO V2+10.' THIS STATEMENT SHOULD READ 'AT 4800 FT MSL; ACCELERATE TO MINIMUM MANEUVERING SPD FOR TKOF FLAPS THAT PROVIDES 30 DEGS OF BANK.' UNDER 'ENG FAILS BELOW 6000 FT MSL AND PRIOR TO D2.7 IRNO;' THE 3RD BULLET STATEMENT READS 'AT D2.7 IRNO TURN L; 25 DEGS BANK; TO INTERCEPT THE 316 DEG BEARING TO THE NO LMM (HDG 318 DEGS IF NO LMM IS OTS).' THIS STATEMENT SHOULD READ 'AT D2.7 IRNO TURN L; 25 DEGS BANK OR AS NECESSARY; TO INTERCEPT THE 316 DEG BEARING TO THE NO LMM (HDG 318 DEGS IF NO LMM IS OTS).' THE BOTTOM LINE IS THAT MY SUGGESTIONS ALLOW EACH FLEET TO FLY THEIR SPECIFIC SPDS THAT MAX PERFORM THEIR ACFT RATHER THAN FLYING A V2+10 THAT MEANS NOTHING TO A B737-800 AND IS NOT WHAT MY FLT DIRECTOR WILL BE COMMANDING. ALSO IT WOULD BE APPROPRIATE TO TAILOR A SPECIFIC PAGE DIAGRAM LIKE 10-Y FOR ENG FAILURE ON TKOF AND FOR A SINGLE ENG MISSED APCH; RATHER THAN COMBINING THEM.