A difference between TEM and SMS?
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A difference between TEM and SMS?
Hi people,
Trying to get my head around SMS and TEM. From an organizational point of view, what is the difference between the two?
My guess is that SMS (the system) is a 'toolbox' which consists of risk/hazard mitigation, documentation, and constant evaluation.
Where as TEM is a tool for simply highlighting the risks/issues?
Anyone got a simple answer?
help appreciated
MT
Trying to get my head around SMS and TEM. From an organizational point of view, what is the difference between the two?
My guess is that SMS (the system) is a 'toolbox' which consists of risk/hazard mitigation, documentation, and constant evaluation.
Where as TEM is a tool for simply highlighting the risks/issues?
Anyone got a simple answer?
help appreciated
MT
SMS is a conceptual management system which operators are encouraged (required) to use.
The toolbox notion is explained in para 7.2.1. of the ICAO Safety Management Manual
TEM is a less well defined safety concept (a personal safety management process), primarily for individuals and teams (crews) to combat everyday safety issues.
IMHO the academic concept has not been well translated into practical safety initiatives, and in many areas overlaps CRM and Human Factors training, and thus is somewhat distracting.
Defensive Flying for Pilots: An Introduction to Threat and Error Management.
SMS might be considered more strategic management whereas TEM is tactical, but aspects of each level of management are usually required by both operators and individuals according to circumstance.
Teaching and Assessing Single-Pilot Human Factors and Threat and Error Management.
Managing Human Error.
Safety is everyone’s responsibility -“Responsibility lies with those who could act but do not, it lies with those who could learn but do not and for those who evaluate it can add to their capacity to make interventions which might make all our lives the safer”. (Phillip Capper)
The toolbox notion is explained in para 7.2.1. of the ICAO Safety Management Manual
TEM is a less well defined safety concept (a personal safety management process), primarily for individuals and teams (crews) to combat everyday safety issues.
IMHO the academic concept has not been well translated into practical safety initiatives, and in many areas overlaps CRM and Human Factors training, and thus is somewhat distracting.
Defensive Flying for Pilots: An Introduction to Threat and Error Management.
SMS might be considered more strategic management whereas TEM is tactical, but aspects of each level of management are usually required by both operators and individuals according to circumstance.
Teaching and Assessing Single-Pilot Human Factors and Threat and Error Management.
Managing Human Error.
Safety is everyone’s responsibility -“Responsibility lies with those who could act but do not, it lies with those who could learn but do not and for those who evaluate it can add to their capacity to make interventions which might make all our lives the safer”. (Phillip Capper)
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Thanks Pei, I like your idea/concept of SMS being strategic with TEM more of a tactical approach.
SMS theory is something I find not many uni's seem to be tackling at the moment - hence making it a little vague when it becomes an actual topic.
awesome help
SMS theory is something I find not many uni's seem to be tackling at the moment - hence making it a little vague when it becomes an actual topic.
awesome help
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TEM is a less well defined safety concept
IMHO the academic concept has not been well translated into practical safety initiatives
SMS theory is something I find not many uni's seem to be tackling at the moment
Lectures and theory are not as important as undertaking the processes of SMS and TEM.
Then, it’s all very well conducting an audit, but it’s what you do after that which is really important.
More often the important issues are not the threats and hazards which have been identified (you can always find these), it’s the way which your safety process is or is not working – go look at that.
Some modern views on the subject from Erik Hollnagel:-
Resilience Engineering and Proactive Safety Management.
Safety Culture, Safety Management, and Resilience Engineering.
How to be safe by looking at what goes right instead of what goes wrong.
Then, it’s all very well conducting an audit, but it’s what you do after that which is really important.
More often the important issues are not the threats and hazards which have been identified (you can always find these), it’s the way which your safety process is or is not working – go look at that.
Some modern views on the subject from Erik Hollnagel:-
Resilience Engineering and Proactive Safety Management.
Safety Culture, Safety Management, and Resilience Engineering.
How to be safe by looking at what goes right instead of what goes wrong.
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And then you get the company SOP (and yes, there is one well known operator that does this) that requires the captain to bring TEM to his first officer's attention by saying aloud just before take off (all for the CVR of course!).
"Threat and Error management Briefing..the threat is the water on the runway today. I shall manage the threat by using full thrust and being careful not to over-steer using the nosewheel steering...the next threat is a line of CB at 30 miles ahead. I shall manage that threat by tracking to the south of the CB. You will assist my management of the threat by setting the radar tilt to 10 degrees up on my request and using CRM techniques you will advise ATC of my intention. The last threat is the freezing level at 9000 ft and I shall manage that threat by calling for you to select engine anti-ice on as soon as the TAT falls below +10.
Any questions"?
"Yes my captain I have a question"
"Wot is it boy...is it a threat I have not seen?"
"No my captain - but is there any chance I can have a go at managing my own threats seeing as you are giving me the leg"?
"Threat and Error management Briefing..the threat is the water on the runway today. I shall manage the threat by using full thrust and being careful not to over-steer using the nosewheel steering...the next threat is a line of CB at 30 miles ahead. I shall manage that threat by tracking to the south of the CB. You will assist my management of the threat by setting the radar tilt to 10 degrees up on my request and using CRM techniques you will advise ATC of my intention. The last threat is the freezing level at 9000 ft and I shall manage that threat by calling for you to select engine anti-ice on as soon as the TAT falls below +10.
Any questions"?
"Yes my captain I have a question"
"Wot is it boy...is it a threat I have not seen?"
"No my captain - but is there any chance I can have a go at managing my own threats seeing as you are giving me the leg"?
