I would have posted a lengthy reply to you Blackhawk, but Josh said everything I was gonna say.

ASRS is great and is definitely better than nothing...but as a regular tool for modern airline pilots in contemporary times? No way! Between ASRS and ASAP, ASAP wins hands-down for its flight crew protections and active role in procedural change for safety.

In the P-56 example, you violate P-56 and file an ASRS and you will still get violated but may not lose your tickets for 120 days but you darn sure will get violated and that will show up on your record. Do the same and file an ASAP and the violation goes into a company ASAP file that nobody outside of you, the ASAP company, union and FAA reps will ever see and it will not show up on a PRIA check.

Again, you are making this an either or proposition. It isn't and never has been.

Don't confuse company protection through the union with FAA issues. THe FAA does not care if you have a union. Yes the ASAP records will be sealed, but I would be very careful about this because if you get a violation it could come up on a FAA certificate records check done by a company.

You don't get a violation with ASAP...that's the point. You (inadvertantly) fly through P-56, you drop the ASAP report, no violation. You (inadvertantly) fly through P-56, you drop an ASRS report, violated...but no action taken.

I'll take ASAP...and my union rep...

ASAP is not that great of a deal at Skywest because the fine print says the company can still take disciplinary action against you, including firing you. Its probably still better than NASA for protection from the FAA if youre a multiple offender... but similar programs asap/jasap at union carriers protect you just as much from the company as it does from the FAA, is this true union guys?

Do NOT think that the ASAP reports are not locatable.... Yes, they do NOT show up on a PRIA, but when a Freedom of Info request goes in by an employer, it comes back as a "We cannot confirm or deny whether the applicant has anything" or some such lingo from the FAA... That DOES raise questions and flags on interviews... It happened. It was better to have brought the damned thing up prior to them finding it... Just a heads up...

Again, all of you are just talking about which one will save your ticket. I have yet to see any ASAP information disseminated outside company walls in a format that will save other pilots and their passengers. The only ASAP information I have EVER seen to date has been through my brother who is at a carrier with ASAP, and that is because HE sent it to me.
ASRS is disseminated to anyone and everyone who wants it. If critical, dangerous safety issues are identified by the ASRS program they are made public ASAP. Given a choice between saving my ticket and saving lives, I will choose the lives first.

Not true. SKW can take some disciplinary action, and make you do some additional training, but they can't fire you if you submit an asap.

How are you to bring these ASAP reports up - there is no place on any applications I have seen to disclose them. Also, I've filed several ASAP reports but they were all "sole source" and most dealt with safety issues (such as a mechanic that told us he was told to pencil whip a mx log). I'm not sure how the airline could have problems if they were all sole source...after all the FAA didn't even know about it until you told them.

Not true, since the FAA sits on each company's ASAP committee, the governing FSDO can take information back to other companies and installations to help get things changed (thus preventing similar recurrences by other crews at ANY airline or operation). Further more, some ASAP committees are very willing to share deidentified ASAP reports with other ASAP participant operators. (We used to get the occassional UAL ASAP report when it coincided with our operations).

A good example of this was the Korry 2 Arrival (now the Korry 3) into LGA. Several years back the stepdowns on the arrival were changed after several ACA crews missed mandatory altitude restrictions. Each of these crews submitted ASAP reports explaining how the high rate of descent and both maximum and minimum mandatory altitudes for particular fixes (such as cross XYZ between 11,000 and 12000 resulted in irregular descent profiles, that required varying descent angles/rates.

The consequence? The procedure was changed. The same holds true of many other reports that have been submitted. ASAP data is certainly used mostly in-house, however procedures used by everybody are adapted in a much more timely matter through ASAP reporting.

That said, anybody who fills out an ASAP report should also (and is highly encouraged) to fill out a corresponding ASRS report. But if you're only going to fill out one report, from a career standpoint, your're going to be much better off if you fill out the ASAP report.