Threat and Error

Management Briefing
TOOL BOX : TEM, DODAR, PEDS, SAS
Threat and Error Management Briefing

u A Review of possible ‘Threats’ and ‘Errors’ before both the Taxi and
Takeoff, and the Arrival Briefings, including how these ‘Threats’ are to be
managed is an important tool in the maintenance of safety, avoidance of
specific dangers and minimizes the chance of errors occurring. The object
of briefing is to ensure that both pilots are aware of, and agree with, the
proposed plan of action. Briefings should be as short as possible but give a
clear understanding of the intentions.
u It is normally unnecessary to reiterate Standard Operating Procedures, but
it is vitally important to cover any special requirements and/or non
standard items and to emphasis any possible ‘threats’ (e.g. terrain, poor
Threat and Error Management Briefing

tiredness, aeroplane unserviceabilities etc.) and how these ‘threats’ are to be

‘managed’ by the crew, (e.g. TERR selected ON, fly a stabilized approach
profile etc.). Including these elements into briefings will minimise the chance
of ‘errors’ occurring, i.e. ‘Threat and Error Management’ – TEM.
u This produces an environment in which the PM can carry out his/her prime
function, of monitoring the flight, with the greatest efficiency. If the
recipient of a briefing is unsure of the intentions to any degree he/she must
make sure the points are clarified.
Threat Management

u ‘Threats’ whilst normally beyond the control of the Pilots still need to be
managed and this is best achieved by briefing intentions before
encountering the ‘Threat’. Only relevant ‘Threats’ should be included and
emphasis placed on keeping the briefing short and ‘to the point’. In the
process of deciding what is and isn’t a ‘Threat’, Pilots may find it useful to
consider what is ‘Different’ about the flight and consider that ‘Difference’
as a ‘Threat’.
u These threats can be broken down into four categories and briefed in
order for simplicity.
u Don't look for threats that don't exist and keep it pertinent and concise.
Sometimes there are no threats.
MAN, MACHINE, ENVIROMENT &
OPERATIONAL PRESSURES

u CREW: (Man)
u Errors due to Fatigue: SOP cross-checks, discuss / distribute work load
u Briefings / Checklists Not Completed: Complete briefings / checklists,
Avoid interruptions
u Departure from SOPs: Use SOPs, Follow standard PF & PM duties
u Failure to make required ‘Callouts’: Other pilot prompts with ‘modified’
callout
u Handling Errors: PM to call any deviations / selections
u “What did he say?” If in doubt ask for confirmation, don’t assume
AEROPLANE: (Machine)

u AEROPLANE: (Machine)
u MEL Items: Discuss the implications, any additional requirements
u Autopilot Selections: Monitor FDAs are correct after making selections
u Inappropriate Selections: Use alternative selections & methods
u MAINTENANCE: (Machine)
u Log Book Errors / Omissions: Resolve any discrepancies
u NAVIGATION: (Machine)
u Tracking or Altitude Deviations: Monitor Autopilot performance & FDAs,
cross-check flight instruments & tracking against Jeppesen chart
restrictions
ATC: (Environment)

u Clearance Restrictions: Options to meet restriction e.g. 220kt climb etc.

u Language : Use only standard phraseologies, speak slowly
u Local Units of Measurement: Feet to metres chart to be available, QFE use?
u Re-routes: Cross-check prior to acceptance, refer to JEPs
u Terminology: Use only standard terminology
u Traffic Congestion: Ensure traffic displayed and monitored on the DU
AERODROME: (Environment)

u Contaminated Runway / Taxiway: Taxi flaps up in icing, Anti-ice use, Engine

run-up, Full thrust takeoff
u Inoperative Nav-aids / Radar: Discuss available nav-aids, intentions,
MORAs
u Reduced Braking Action: Need to keep straight, delay reverse, PM monitor
u Runway / Taxiway Closures: Brief alternate options available
u Short Runway Operations: Captain to be PF?, use max thrust for T/O,
reverse thrust and use of braking for landing
u Taxiway Layout / Low Visability Procedures: Brief ‘Hot Spot’ location
particulars, slow taxi speed and PM to call out headings and verify position
at all intersections.
SECTOR LENGTH & TERRAIN:
(Environment)

u Short Sector Length: Brief arrival prior to departure

u Long Sector Fatigue: Maximize use of automation, crew rest plan
u TERRAIN: (Environment)
u Mountainous Areas: Ensure TERR displayed, discuss MORAs & MSAs,
Emergency climb plan
u Special Company Procedures: Ensure relevant company information is
available for reference
WEATHER: (Environment)

u Thunderstorms: Delay approach / departure until conditions clear

u Turbulence: Set turbulence penetration 300KIAS/.80M speed early (FCOM),
Seat Belts sign ON
u Wind Shear – Takeoff: Delay T/O, use performance limit Vr, review wind
shear escape maneuver
u Wind Shear – Landing: Carry additional speed, revise support calls, review
wind shear escape maneuver
u LVO Operations: Fully brief SOPs, airport specific operations (Jep charts)
additional calls, monitoring etc.
u Temperature Inversion: Use higher temperature for performance
calculations
u Icing Conditions / De-ice: Allow for addition time, Brief holdover time etc.
Slow taxi due slippery surface
DISPATCH (Operational Pressure)

u Distractions: Avoid non operational discussions, interruptions

u Lack of Engineering Support: Need for single event authority (S.E.A.) if
required
u Schedule: Resist Operational pressures due delays etc.
u Load Sheet – Errors: Carefully read and resolve any discrepancies
u Load Sheet – Manual Load Sheet: Take particular care, Rule of thumb
cross-check
ERROR MANAGEMENT

u ‘Errors’ can be defined as actions or inactions that lead to deviations from

clearances or aeroplane configuration and thus reduce safety margins.
u Using good ‘CRM’, appropriate briefings to improve situational awareness,
and following Standard Operating Procedures can counter ‘Errors’.
TEM Part of the Tool box

u DODAR
u PEDS
u NITS
u WANTS
u SAS

ANY QUESTIONS?
Example: Take Off Brief using TEM
EGKK to EGHH
Parking: Stand 43, TOW: 78,000Lbs, MEL: FADEC FAULT
Departure/Arrival WX: 200/15 800 FEW003 SCT020 1/-0
999
“First, a review of the ‘Threats’ today and how I propose
to ‘Manage’ them”:

Man: I am “not” well rested, we will manage this if I miss an SOP

call or an ATC instruction, you are to prompt me and re-verify
with ATC and or make the modified SOP call and re-verify.
Machine: The aeroplane is carrying a MEL (FADEC FAULT) we
have checked the GO/NO GO and it is permissible to dispatch,
however I would like to review if the fault becomes a FAILURE
and how we propose to manage it later after my briefings
Environment: Today’s flight is a short flight and therefore I have
managed this by programming the FMS for Departure and the
expected APP and ARIVAL. I will brief both later after my T.E.M.
Brief. The Taxi chart shows there are hot spots I will brief this later as
well. The WX today is LVPs in Icing, I suggest we manage this by
selecting Wing/COWL Anti Ice on after each engine start and
confirming with ATC the area behind the airoplane is clear. We will
taxi with a max speed of 10kts and you are to verify my position at
all intersections with headings and directions, which we will both
confirm before proceeding further. Taxi checks will be done when
we are not taxing due to the low visibility.
Example: Arrival Briefing
Man: I am well rested how about yourself?
Machine: The airplane has no MELs to consider.
WX: However the weather today is not so good and icing and
windshear are reported. We will manage this by using WING/COWL
Anti Ice, carrying extra speed on the approach and review our
windshear escape maneuver. Our alternate is XYZ and we have X
Lbs/Time of fuel remaining giving us x minutes of holding before we
have to divert.
Example: Non-normal Situation
HYD 3 LO PRESS; (DODAR) after a review of our situation we have
agreed on our next course of action however the ‘Threats’ associated
with our problem are mostly stated in the QRH, except for the fact that in
the event of a Go Around we will not be able to raise the landing gear
and if a diversion is then necessary with the gear down, we will have an
increased fuel burn. I suggest we manage this by declaring a PAN and a
priority landing with emergency services on standby due to our down
graded performance and configure early to decrease our workload on
final approach.………

“Are there any threats I have not mentioned or any questions regarding
those I have covered before I continue with the Approach Briefing?”
 Crew
Briefings
Outlines plans and differences
Allocates tasks
Seek input
Checks understanding
Leadership and Teamwork
Balances cockpit gradient
Flexible and shows respect
Actively monitors and supports
Think independently
Communication
Shares information/ideas
Actively listens
Assertive when required
Admits mistakes and doubts Uses structure in new Customer/Commercial
Task Management Operation
Situational Awareness Professional Style
Thorough pre-flight Relaxed and professional tone
preparation Aspires to high standards
Stays ahead and updates Conscientious and flexible
plans Self-aware and seeks feedback
Makes contingency plans
Keeps broad perspectives
Workload Aircraft Handling
Recognises high workload Safe, effective, comfortable
Takes or makes time Automatic/Manual flight
Deals with overload and Non normal/Emergencies
priorities Manages errors
Avoids distraction and
distracting
Decisions Applied Knowledge
Identifies problems/issues Technical and Operational
Involves others if needed Use of checklists
Evaluates outcome SOPs/Policies
situations awareness
 Core Competences

Application Of A/C FP Management, Leadership & Teamwork Situation Awareness

Procedures automation Demonstrates effective Perceives and
Identifies and applies Controls the aircraft leadership and team comprehends all of the
procedures with flight path through working. relevant information
operating instructions automation including available and anticipates
and applicable appropriate use of flight what could happen that
regulations, using management systems may affect the
appropriate knowledge. and guidance. operation.

Communication A/C FP Management, Problem Solving & Workload Management

Demonstrates effective manual control Decision Making Manages available
oral, non-verbal and Controls the aircraft Accurately identifies risks resources efficiently to
written communication, flight path through and resolves problems. prioritise and perform
in normal and non- manual flight including Uses the appropriate tasks in a timely manner
normal situations. appropriate use of flight decision-making under all circumstances.
management systems processes.
and guidance
BEHAVIOURIAL INDICATORS