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Was it VFR or IFR?
I ment IMC, VMC, but what does 121 have to do with this, did I miss something? We are 121, and have an Op Spec that we could depart in VMC from an untowered airport and pick up a clearance within 50 NM of the departure airport.
If it's a non-sole-source incident that's your fault (the FAA gets wind of it some other way), then without ASAP the worst case scenario is you get a violation in your file, possibly accompanied by a suspension or revocation of your certificate. The best case scenario would be a letter of warning in your file.
With ASAP in a non-sole-source incident that's your fault, the best case scenario is an electronic response (it goes away); worst case scenario is you get a warning letter (which is not a violation, and it drops out of your file after two years). So you can see that if there's ANY chance of the FAA finding something out (which is always the case), then you are always better off with ASAP. You can't lose.
I believe that it would always have been IFR for a pt. 121 op. It might have been VMC or IMC, but always IFR.
I ment IMC, VMC, but what does 121 have to do with this, did I miss something? We are 121, and have an Op Spec that we could depart in VMC from an untowered airport and pick up a clearance within 50 NM of the departure airport.
Yeah, that's an ops spec restriction. We are approved to fly entire VFR legs on three different specific routes in 737's.