A B737 flight crew failed to comply with the crossing restriction departing abq on the mnzno RNAV SI...

Narrative:

We were flying the mnzno RNAV SID out of abq. The departure has a crossing restriction of maximum 230 KTS; at or below 9;000 ft at yuglu and; 8.2 NM later at mnzno; maximum 250 KTS at 11;500 or above. While leveling off at the 9;000 ft hold down; the aircraft switched from 'VNAV' to 'altitude hold' mode and both the pilot flying and pilot not flying failed to recognize the change. As the pilot flying; I was hand flying the aircraft and was task saturated. I thought we should be climbing but the flight directors were commanding level flight. The captain had selected 11;500 in the MCP but; due to the mode change; the flight directors were not commanding a climb. About the time we realized the mistake; ATC gave us a heading of 190 and climb to FL200. The ATC clearance came about three miles prior to mnzno [with us still] at 250 KIAS and 9;000.in retrospect; I would have been better off to utilize the autopilot as opposed to hand flying. The departure is fairly involved with multiple turns and altitude requirements. My normal course of action is to hand fly through 10;000 ft before engaging the autopilot. Had I engaged the autopilot; I believe my situational awareness would have been better and I'd have caught the inadvertent mode change quicker. Additionally; I would submit that these departures are a little different from what we normally see. They're unique in that the altitudes are listed in the verbiage with the route. On most of the commercially provided sids; the route is listed at the bottom of the page (in the text portion) and then there is an altitude listed in a separate block. There is no altitude block on the mnzno and the required altitude is listed in with the text. For standardization purposes the charts should adopt one method to avoid confusion and potential altitude deviations.

Original NASA ASRS Text

Title: A B737 flight crew failed to comply with the crossing restriction departing ABQ on the MNZNO RNAV SID. Task saturation by the hand flying pilot flying and failure of the pilot not flying to reengage VNAV after complying with restrictions at YUGLU were cited as major contributing factors.

Narrative: We were flying the MNZNO RNAV SID out of ABQ. The departure has a crossing restriction of Maximum 230 KTS; at or below 9;000 FT at YUGLU and; 8.2 NM later at MNZNO; maximum 250 KTS at 11;500 or above. While leveling off at the 9;000 FT hold down; the aircraft switched from 'VNAV' to 'altitude hold' mode and both the pilot flying and pilot not flying failed to recognize the change. As the pilot flying; I was hand flying the aircraft and was task saturated. I thought we should be climbing but the flight directors were commanding level flight. The Captain had selected 11;500 in the MCP but; due to the mode change; the flight directors were not commanding a climb. About the time we realized the mistake; ATC gave us a heading of 190 and climb to FL200. The ATC clearance came about three miles prior to MNZNO [with us still] at 250 KIAS and 9;000.In retrospect; I would have been better off to utilize the autopilot as opposed to hand flying. The departure is fairly involved with multiple turns and altitude requirements. My normal course of action is to hand fly through 10;000 FT before engaging the autopilot. Had I engaged the autopilot; I believe my situational awareness would have been better and I'd have caught the inadvertent mode change quicker. Additionally; I would submit that these departures are a little different from what we normally see. They're unique in that the altitudes are listed in the verbiage with the route. On most of the commercially provided SIDs; the route is listed at the bottom of the page (in the text portion) and then there is an altitude listed in a separate block. There is no altitude block on the MNZNO and the required altitude is listed in with the text. For standardization purposes the Charts should adopt one method to avoid confusion and potential altitude deviations.

Data retrieved from NASA's ASRS site as of July 2013 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.

Attributes
ACN	1065160
Time
Date	201302
Local Time Of Day	1201-1800
Place
Locale Reference	ABQ.Airport
State Reference	NM
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	B737 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	Climb
Route In Use	SID MNZNO1
Flight Plan	IFR
Component
Aircraft Component	Autoflight System
Person 1
Function	First Officer
Experience	Flight Crew Last 90 Days 231 Flight Crew Type 393
Events
Anomaly	Deviation - Altitude Undershoot Deviation - Altitude Crossing Restriction Not Met Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy

A B737 flight crew failed to comply with the crossing restriction departing abq on the mnzno RNAV SID. Task saturation by the hand flying pilot flying and failure of the pilot not flying to reengage VNAV after complying with restrictions at yuglu were cited as major contributing factors.