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of Service…
Any leak in the forward wing upper surface pylon attach
area is serious. The “other” Captain took the correct actions
in documenting the problem and having the reported fluid
leak checked.
The Hurry-Up Syndrome Revisited
Past ASRS research has documented that the “hurry-up
syndrome” – any situation in which pilot performance is
degraded by a perceived or actual need to rush the
completion of cockpit tasks – often results in downstream
safety incidents. In practical terms, this means that
omissions or oversights made during pre-flight and taxiout
often manifest themselves during takeoff and
departure.
A cargo pilot’s report to ASRS shows how the hurry-up
syndrome and complacency can lead even an experienced
pilot to make a novice’s error – in this case a wrongdirection
departure:

The departure ATIS was calling for departure on
Runway 8L. I was cleared to taxi and hold short of 8L at
intersection D for intersection departure behind company jet
traffic. Tower cleared me for takeoff and I proceeded to
turn onto the runway and started takeoff roll. At
approximately 500 feet AGL, Tower informed me I had
departed Runway 26R and to turn right to 360° and then
on course. No traffic conflicts occurred, and there was no
shortage of runway as taxiway D is at the midpoint of a
10,000 foot runway.
From the beginning of the taxi for takeoff, I was rushing for
departure and preoccupied with my departure preparations.
I was late and the weather was moderately low, all factors
that increased my anxiety and haste to depart. I am very
familiar with the airport and I believe this allowed
complacency to set in. The departure from midfield made it
difficult for the ATC controller to anticipate my mistake…
[Also] the company jet did not take off in front of me, but
crossed Runway 8L/28R on the way to the south set of
runways. No other aircraft were taking off or landing,
which would have warned me of my mistake.
✔ Allowing oneself to be rushed increases chances for
mistakes to happen and go unnoticed.
✔ Be suspicious and think through intersection departures.
Check heading indicator on line-up to verify departure
runway. Slow down to allow the controller to stay in the
loop and help avoid mistakes.
Candy Drops
As colorful stockpiles of candy in
grocery store aisles signal the approach
of Halloween and other fall holidays, several
ASRS reports remind us that confections in the cockpit
may not always bring sweet endings. From a GA pilot
whose “candy drop” turned into a real dud:

Events began with a descent into Low Altitude Flight
(1000 feet AGL) in order to fly close to a family outing.
This was at my family’s farm which was out in the
country, and I desired to drop a bag of candy out as fun
gesture. After 3 passes, I proceeded to turn for a 4th and
dropped to 500 feet AGL in order to make the drop…
After the drop was made and all was clear, I proceeded
to add full throttle to depart and to land at [home] field.
The adding of full throttle only produced a maximum
1800 RPMs. I pulled carb heat, applied full mixture,
full throttle, and checked mag position. I was
unsuccessful with power recovery and now was
descending below 500 feet AGL. Power lines and trees
became a big concern. I cleared powerlines easily but
brushed the top of the trees. At this time I knew a forced
landing was needed. I proceeded to land in the nearest
pasture, making a clean landing. Once I had completely
stopped the airplane, I called ATC to inform them of my
location and good condition…
I had a certified mechanic do a thorough check of the
engine and structure… The mechanic informed me that
the aircraft was in normal condition
and airworthy… I feel that the conditions leading up
to the forced landing are now clearer. Even with
temperatures over 85°F, the high humidity and slower
flight led to carburetor icing… Application of carb
heat started to occur but without much altitude, [and]
there was not sufficient time for the ice to melt.
Advice from the School of Experience: “Fly the
airplane first.”
Another GA pilot who experienced engine problems
and an off-airport landing also reported a candy
connection:

…Approximately 2-3 minutes after going through
4700 feet to 5500 feet, the engine quickly lost RPM… I
attempted to restart, checked fuel shutoff, checked
throttle, checked mixture, checked ignition, checked
　
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