Narrative:

[There has been a lot of confusion by flight crews cleared to depart runway 8 on the mnzno RNAV SID]. What 'doesn't' work is '...climb via the mnzno departure (there is always a question about the altitude). What works sometimes is '...climb via the mnzno departure; maintain FL200.' (this; however; promotes questions from the pilot such as: 'do we need the speed?' and/or: 'do we need to stay at 9;000?') due to that confusion I came up with some phraseology that usually works.what I said this time to this pilot was: '...climb via the mnzno departure; [except] delete altitude restrictions as long as they are greater [higher] than the [published] restrictions.' the reason I added the last part about the delete altitude restriction was because the mnzno makes a turn for the high terrain and I wanted to make sure he didn't turn too early. The pilot made the altitude restriction (for the terrain); although he said; 'next time I am going to refuse this clearance; it is dangerous.' I asked him if he thought my clearance was dangerous or the clearance that was issued from clearance delivery. He said the one from clearance delivery. I told him I appreciated his input.after I worked this aircraft; I had a departure which was an RNAV SID to the north - more confusion and questions on the altitude and even a readback altitude error on the final altitude. So after two for two on confusion and possible errors; I went 'old school' on aircraft number three. 'Old school' entailed issuing a heading and altitude with a later heading to a fix to rejoin the RNAV SID; which worked perfectly!I recommend giving departure headings off runways to maintain 9;000 feet. Let radar climb the aircraft to a safe altitude and clear the aircraft to a fix to join the departure with ZAB. These fixes are great and work well for radar.abq has too great a mix of aircraft types and can't compete with the big houses with sids.

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Original NASA ASRS Text

Title: Frequent flight crew confusion and resultant altitude deviations when flying the MNZNO RNAV SID from ABQ has convinced the reporter of the need to develop unique phraseology when clearing flights 'via' the procedure. Her suggestions included deleting the 'published' altitude constraints; instead clearing flights to cross all constrained fixes at altitudes 'greater than' the published restrictions. Her preferred method; however; was to give 'old school' heading; altitudes and clearances direct to a fix.

Narrative: [There has been a lot of confusion by flight crews cleared to depart Runway 8 on the MNZNO RNAV SID]. What 'doesn't' work is '...climb via the MNZNO departure (there is always a question about the altitude). What works sometimes is '...climb via the MNZNO departure; maintain FL200.' (This; however; promotes questions from the pilot such as: 'Do we need the speed?' and/or: 'Do we need to stay at 9;000?') Due to that confusion I came up with some phraseology that usually works.What I said this time to this pilot was: '...climb via the MNZNO departure; [except] delete altitude restrictions as long as they are greater [higher] than the [published] restrictions.' The reason I added the last part about the delete altitude restriction was because the MNZNO makes a turn for the high terrain and I wanted to make sure he didn't turn too early. The pilot made the altitude restriction (for the terrain); although he said; 'next time I am going to refuse this clearance; it is dangerous.' I asked him if he thought my clearance was dangerous or the clearance that was issued from Clearance Delivery. He said the one from Clearance Delivery. I told him I appreciated his input.After I worked this aircraft; I had a departure which was an RNAV SID to the north - more confusion and questions on the altitude and even a readback altitude error on the final altitude. So after two for two on confusion and possible errors; I went 'old school' on aircraft number three. 'Old school' entailed issuing a heading and altitude with a later heading to a fix to rejoin the RNAV SID; which worked perfectly!I recommend giving departure headings off runways to maintain 9;000 feet. Let radar climb the aircraft to a safe altitude and clear the aircraft to a fix to join the departure with ZAB. These fixes are great and work well for radar.ABQ has too great a mix of aircraft types and can't compete with the big houses with SIDs.

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.