CaptainCarl strikes again.

I was based in BFD for a year. Never once left the ground before we had clearance. EVER. Even when it's clear and 50. Had to make a couple of attempts to contact CLE center on the ground in BFD in the morning because they forgot to turn on the transceiver, even had to wait for a friendly relay once or twice. Time on the ground has no effect on CRP, that's triggered by GS over 30 knots on takeoff and under 30 on landing. Unless they changed the rules since I left BFD last summer. Same story with canceling IFR when landing, not until we're clearing the runway. You never know if you may have to go around due to windshear, runway incursion, PC lighting timing out after you click it up, whatever. Did quite a few procedure-turn ILS to BFD and JHW while up there for CRP, quicker than waiting on vectors. Same with RNAV approaches, wind permitting. Really sucked when 941 was up there, that one was a FL plane without the good DPUs, so green needle approaches only.

Just to be clear here, please read OM-1 3.7.7. It is on the bottom of page 46 of chapter 3 and on page 406 of the PDF available on ag365.org. I won't copy/paste the language to a public forum. However, it states in no uncertain terms that the ONLY time you may depart VFR is if it is not possible to get a clearance from an operating ATC facility. Even then, there are conditions that need to be met. The only place that this is the case in our system is the Bahamas. This is not a grey area.

Is it really worth risking your certificates over a few minutes? Besides, like Salukipilot said you're getting paid by the minute to fly the airplane the way the company wants you to. So why not take the extra few minutes to do exactly that?

Cruz has shown over the last year or so here that he lacks competency and his judgement is flawed.

You do realize that the section you're quoting specifically states that you can depart VFR fairly simply when simple criteria such as VFR weather conditions are met etc. etc. No where in that section does it say "the only permissible...." I'm not going to sit here and beat a dead horse when it's written pretty simply and to imply that you're risking your certificates over a company and FAR legal action is pretty asinine. Reference FAR 121.649 for the 121 regs then CFR 91.155 for the weather mins and then check the same OM section you just listed that summarizes the companies position/ruling on this subject.

Is this still Gulfstream ? Do some F/Os have to pay to work there or is that gone?

No Flame intended

No longer Gulfstream nobody pays to work here. How's Spirit man?

Whether the flight crew chooses to depart VFR or not is the choice of the flight crew and only that flight crew. Do i prefer to have an IFR clearance absolutely.

However, to say you are risking your tickets and violating company policy is 100% incorrect. The ops specs and FAR's clearly state you may depart VFR providing certain criteria are met. If the criteria is met and the flight crew chooses to depart VFR they will be legal under the current ops specs and FAR's. You should consider educating yourself on topics to avoid teaching / providing false information.

Got it, thanks. I miss the SAAB, they look good in that paint scheme. So far so good, the Airbus way of doing things doesn't make sense. It's like they designed the airplane for really intelligent, really low time 200hr guys, lol. I'm only on week three, I'm sure I'll learn to love it :) So far all the crews I met love it here. (Some really attractive FAs too :) )

Yes.... no...