Yes we do.
Our procedure is also the same as that of a very large orange airline.
HD, from your comment.. What is it that surprised you? Because we are not using a published hold or navigation aid?
A few years ago we started to have all of our EOSIDs designed so the navigation reference was based on RNAV, then the procedure designers were free to place the holding point and track pretty much as needed. (subject to obstacle's etc)
There is a document floating about on the Internet that has all of the criteria for the design of EO procedures and the various differences depending on what form of navigation you use to accomplish the procedure.
The procedure that we use is far from unusual and I would imagine almost every airline has done the same thing.
Runway heading until x altitude then hold. My company along with others have gone that one step further and made the procedures available in our FMS database (and as such created our own waypoints)
On a day to day basis makes things very simple as at the briefing the actions in the event of a failure after V1 are simply "standard" except for a few airports where we fly a "non-standard" which would be briefed in detail before departure.
In the event we actually have a problem, we would declare an emergency and expect ATC to clear and protect the airspace around us until we have done what we need to and then return.
It just removes the chance for us to make a navigational error, intercept the wrong radial or wrong DME for a turn.. Reducing the workload in an emergency can only be a good thing right?
Last edited by PT6A; 20th Apr 2012 at 15:27.