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without the expedited handling.
This B757 crew learned that once an emergency has been
declared, controllers can redirect traffic and take the
steps necessary to prevent a bad situation from getting
worse.
Help is another word that has difficulty getting
past the lips of aviation professionals. It is clear
from the following ASRS reports that there are
times when a little assistance is appropriate.
Getting professional help can do wonders for
lowering stress levels (to say nothing of the
accident rate).
The maintenance technician, pilots, and controller who
submitted these reports all had a brush with misfortune
that could have lead to serious consequences. The lesson
common to each of their experiences is to ask for help
when it is needed. Don’t brush it off. Never be too busy,
reluctant, unwilling, self-conscious, or hesitant to ask for
help.
Busy

An aircraft arrived with the #2 electrical hydraulic
pump inoperative. We replaced the pump and it tested OK.
The head pressure had been bled off and resulted in a
“Reservoir Pressurization” light being on. As I was
correcting the paperwork, I had a technician from another
airline, three of my own maintenance crew, and the flight
crew all providing me with information. While this was
going on, I entered the wrong information and code to
clear the hydraulic pump. I inadvertently re-deferred the
pump and listed the reservoir light as a continuing
problem. In effect, I dispatched an illegal aircraft.... I was
too busy to do what I should have done; sought the help of
a senior mechanic to help with lead duties as I made the
computer input.
Reluctant

I received taxi clearance to Runway 17... As I taxied
onto the parallel taxiway, I noticed that there was
construction ahead.... At the end of the ramp, I taxied
toward the approach end of the runway... The controller
advised me that I was past the hold line and to contact the
tower as soon as possible.... I feel that the tower could have
given more information on the end of the taxiway/holding
area, but I am at fault for not asking for help when I knew
I needed it. Next time I will be more aware of the signs on
the airport and I will not be reluctant to ask for help.
Unwilling

... As I approached ZZZ, I did not believe the VOR’s
were malfunctioning. I thought I knew where I was,
but...as I descended into a cloud layer, I became
disoriented and concerned that the localizer wasn’t
functioning properly. Instead of asking for help, I saw the
ground through holes in the clouds and continued on
toward where I knew the airport to be. I was nowhere close
to being on the approach and as a result, interfered with
the approach of another aircraft. [A] contributing factor
was... my unwillingness to ask for help when I realized I
was disoriented. At any point, I could have asked ATC for
help, but I did not.
Self-conscious

I departed...on a really hazy day...with a Special VFR
clearance. On the second leg of a multi-leg cross-country
flight, I found myself in a situation where I was not
completely sure of my location. I mistakenly identified the
airport and approach asked me to switch to the CTAF
frequency. When I realized that I could not see the airport,
I decided to continue on the next leg to ZZZ. At this point I
should have reestablished contact with approach control
and requested assistance... but, truthfully, I was too selfconscious
about admitting that I couldn’t find the airport
and opted to continue on my own.... I had been to ZZZ
several times, but today with my rising personal
frustration level, I was completely unable to locate the
airport.... I was becoming more and more disoriented
and...wasn’t really sure if I was going the right direction....
Now I knew...that I was completely lost.... While I wasn’t
in imminent danger of running out of fuel, I became quite
concerned about how I was going to get home.... I was
flying in VMC, but the haze layer below made it difficult to
ascertain surface details. I returned to the last frequency I
had for approach. They asked me to squawk 7700.... The
haze layer was still quite dense, but with vectors from
ATC, the return trip was uneventful....
I realize that I should have admitted my mistake to
approach control.... I know they will do everything they
can- if one simply asks for help.
Hesitant

I was controlling numerous aircraft on several
frequencies. There was considerable congestion and many
blocked transmissions. There were other controllers
　
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