Airborne_Again wrote:
But that does not mean that everyone did or that there is no point in formalising it and slapping a label on it.
Indeed. For some folks and in some environments it is probably the only way to ensure universal application of what many of us might describe as a cross between common sense and airmanship.
Graham wrote:
But surely you cannot pretend that those practicing TEM are doing something completely new that no-one has ever thought of or done anything like before.
I don’t suggest that. But that does not mean that everyone did or that there is no point in formalising it and slapping a label on it. Compare the advanced upset and recovery training required for commercial pilots. That was certainly not something completely new but it was also certainly not something that everyone did.
Airborne_Again wrote:
TEM is just about anticipating what might go wrong
What else is it about? A genuine question.
I’ve read what people have written here and the theme seems to be threats specific to this flight at this time on this day, e.g. wind from an unusual direction, a certain sort of traffic in the area, personal distractions, temporary airspace, etc.
I do think about these things and consider what I might do to mitigate the risks. I do it constantly. I’ve just never formalised the process or used terminology to describe it.
It is of course possible that in a certain environment (e.g. a commercial transport one where everyone doing things exactly the same way is highly desirable for a variety of reasons) that a framework which can be taught to anyone is very useful. But surely you cannot pretend that those practicing TEM are doing something completely new that no-one has ever thought of or done anything like before.
RobertL18C wrote:
we may start to see a TEM theme in the trip reports
That would be great!
@Snoopy good debrief we may start to see a TEM theme in the trip reports
Checklists & TEM are different animals, one is static & exhaustive and will require same high level of parrotting on all flights, one is tailored to the risks in the specific flight in hand and will require a high level of thinking,
I think both are useful and can be combined in “good airmaship” but I still beleive thinking about the risks in a specific flight offers better safety than treating them the same way on all flights…
In the beginning it was airmanship (a bit cowboyish).
Then it was dumbed down to defined checklists and briefings* (thinking inside the box).
*that, over time, transformed into LONG-ings (a mindless recital of anything and everything.
TEM goes hand in hand with keeping it short and simple (when it’s standard stuff, e.g. the 5th ILS approach to the same filed that day) and giving more thought to finding out what may be different, non standard, dangerous etc…
A bit like dark/silent cockpit philosophy. If it’s normal (switch indication etc..) , it’s not voiced. Only when it’s not how it should be, concern is raised.
You can do this in GA as well, it’s mostly a mental exercise and then adjusting a few knobs of your flight a bit.
Did a flight today in a 160hp Cherokee.
1) Threat: EFATO
Mitigation: Use more TODA
Departure runway direction normally goes to the south, towards empt space, but today it was to the north, right over densely populated area. My mind was made up that I’ll do a backtrack to get 2000m TODA instead of an intersection departure with only 1000m.
2) Threat: Heavy Glider Traffic (Weekend). I could see all kinds of TRAs open on Foreflight.
Mitigation: Avoided those areas, had FLARM traffic box, was in touch with ATC (Info) for traffic reports.
3) Error: Young kid aboard. Masters of distraction. Mitigation: Expected numerous „Dad, when are you starting the engine?, When are we taking off? etc…“ interrupts. I knew it was coming, so I dealt with it as expected (brought hard to chew candy, shuts them up well, and keeps ears popped, win win!
4) Threat: Atmospheric conditions, density altitude, flying a GAFOR valley route / Terrain.
Mitigation: Pre determined which ALT I want to have where, otherwise turn around. Additionally: Not many landing options in case of, so I planned to fly higher and the route a little longer, partially away from the GAFOR track, but therefore passing two airfields.
So the time without landing option was reduced from 30 minutes to 15, perhaps. Flying an extra 1000ft cost me some time and fuel to climb, but helps when SHTF.
@Peter it isn’t a trendy safeguarding tick the box, but just a technique to pre visualise threats that you know are particular to that flight and how you are going to deal with them.
Very ingrained in multi crew and welcomed, somehow applied haphazardly in single crew. It is probably the main reason the airlines like MPL programs (and no not a money spinner for them).
OK, but if you don’t have a “checklist” how can you be sure you haven’t forgotten something?
The reason I am “banging on this drum” is because I’ve been flying for 20 years (and have seen enough bollox in that to fill a lifetime) and been in business for 43 years (and seen enough bollox in that to fill three lifetimes) and I am naturally cynical of fashionable concepts / names for something quite old.
At the same time I am very capable of going through a 100 point checklist of what to pack for, and do before, a trip, and then walk out of the door leaving my phone on the charger. Why? Because it wasn’t on the checklist… and doing that would be a really major hassle.
Peter wrote:
Which bit of TEM could not be done as a checklist?
We do a very situation-based TEM. Granted, it’s a multipilot operation, but I would see no problem applying it to a single pilot flight. Before taxi we discuss things that are out of the ordinary on that day and/or flight. Could be fatigue, certain departures and noise abatement (Zurich…), enroute (eg: those Cyprus-Turkey handovers), quirks of the aircraft.
I would not like to have that on a checklist as it would make it overly complicated, for my taste.
I like it as it forces you to not go into “routine mode” and actively think about what could go wrong apart from blowing an engine at V1, yada yada yada…
