Narrative:

After landing and de-planing our passenger at the la guardia airport, our aircraft was approached by airport authority personnel and airport police. They advised us that we had landed without a waiver required for private aircraft, and that we would need one for our departure. We were then put in touch with the FAA command center. During our discussion with a representative it became apparent that we were an air carrier, not a private aircraft requiring a waiver, and that it was confusing being offered a reservation number from the airport reservation office while still not meeting the requirement for a waiver to enter the affected airspace had we been a private aircraft. For me the problem began when I made my airport reservation for arrival and departure. In that process I was prompted to enter my 'aircraft tail number.' to avoid any misunderstanding about having a reservation or not, I improperly made the decision to file my flight plan using the aircraft north number (tail number) instead of the company call sign that would have identified our flight as an air carrier. My error in not using a company call sign was compounded when I received my preflight briefing. The FAA has put an advisory on the system's initial message indicating the requirement for a waiver in addition to a reservation for private aircraft. This message would have alerted me to the importance of somehow identifying myself as a commercial operator. Had I simply flown this trip using a company call sign, I don't believe there would have been a problem with this operation. Our base manager has issued a directive for all company flts to be flown under a company call sign. In the future I will dig deeper for all applicable NOTAMS and will always operate company flts under our company call sign.

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Original NASA ASRS Text

Title: A GLF-2 LANDED AT LGA WITHOUT A REQUIRED WAIVER FOR THE OP.

Narrative: AFTER LNDG AND DE-PLANING OUR PAX AT THE LA GUARDIA ARPT, OUR ACFT WAS APCHED BY ARPT AUTHORITY PERSONNEL AND ARPT POLICE. THEY ADVISED US THAT WE HAD LANDED WITHOUT A WAIVER REQUIRED FOR PRIVATE ACFT, AND THAT WE WOULD NEED ONE FOR OUR DEP. WE WERE THEN PUT IN TOUCH WITH THE FAA COMMAND CTR. DURING OUR DISCUSSION WITH A REPRESENTATIVE IT BECAME APPARENT THAT WE WERE AN AIR CARRIER, NOT A PRIVATE ACFT REQUIRING A WAIVER, AND THAT IT WAS CONFUSING BEING OFFERED A RESERVATION NUMBER FROM THE ARPT RESERVATION OFFICE WHILE STILL NOT MEETING THE REQUIREMENT FOR A WAIVER TO ENTER THE AFFECTED AIRSPACE HAD WE BEEN A PRIVATE ACFT. FOR ME THE PROB BEGAN WHEN I MADE MY ARPT RESERVATION FOR ARRIVAL AND DEP. IN THAT PROCESS I WAS PROMPTED TO ENTER MY 'ACFT TAIL NUMBER.' TO AVOID ANY MISUNDERSTANDING ABOUT HAVING A RESERVATION OR NOT, I IMPROPERLY MADE THE DECISION TO FILE MY FLT PLAN USING THE ACFT N NUMBER (TAIL NUMBER) INSTEAD OF THE COMPANY CALL SIGN THAT WOULD HAVE IDENTIFIED OUR FLT AS AN AIR CARRIER. MY ERROR IN NOT USING A COMPANY CALL SIGN WAS COMPOUNDED WHEN I RECEIVED MY PREFLT BRIEFING. THE FAA HAS PUT AN ADVISORY ON THE SYSTEM'S INITIAL MESSAGE INDICATING THE REQUIREMENT FOR A WAIVER IN ADDITION TO A RESERVATION FOR PRIVATE ACFT. THIS MESSAGE WOULD HAVE ALERTED ME TO THE IMPORTANCE OF SOMEHOW IDENTIFYING MYSELF AS A COMMERCIAL OPERATOR. HAD I SIMPLY FLOWN THIS TRIP USING A COMPANY CALL SIGN, I DON'T BELIEVE THERE WOULD HAVE BEEN A PROBLEM WITH THIS OP. OUR BASE MANAGER HAS ISSUED A DIRECTIVE FOR ALL COMPANY FLTS TO BE FLOWN UNDER A COMPANY CALL SIGN. IN THE FUTURE I WILL DIG DEEPER FOR ALL APPLICABLE NOTAMS AND WILL ALWAYS OPERATE COMPANY FLTS UNDER OUR COMPANY CALL SIGN.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.