From now on, i think i will just give the aircraft suggested headings in the class bravo or maybe just say turn on course or something, but not assign a hard altitude or heading and I guess that would relieve the controller of any responsibility...though we are still required to seperate VFR aircraft from 19,000lb heavy aircraft or more by 1.5 or 500ft....or green in b/w for anything smaller so sometimes you may need to issue vectors.

rs

ihate2fly wrote: [TO: RS]
"so you agree that if you say "maintain VFR at or below 1500," you are technically approving the fixed wing aircraft to maintain VFR below the MVA, since you said at or below ...if the MVA is 1500."

Yes, you are approving a fixed wing aircraft to maintain VFR below the MVA. There is nothing wrong with that because a VFR pilot is solely responsible within the Class B to advise ATC if compliance with an ATC clearance will cause a violation of any part of the FAR. However, IMHO, you're not going to be totally innocent in the accident investigation process should something happen.

"The aircraft approaches the edge of the class bravo and you know that 3 miles SW of you class bravo the MVA is now 2500. When you terminate the aircraft if you did not say resume appropriate VFR altitudes nor did you give him heads up of the obstruction..."

The pilot is flying VFR and you've terminated radar services. Think about that statement from a common sense point-of-view. At what point are you responsible for separating a VFR aircraft you're not talking to from terrain The FAR puts this responsibility solely on the PIC.

"From now on, i think i will just give the aircraft suggested headings in the class bravo or maybe just say turn on course or something, but not assign a hard altitude or heading and I guess that would relieve the controller of any responsibility...

What are you, man or woman Just kidding.

This is the worse thing I've seen you post. You are a controller. You push tin safely, orderly, and expeditiously. You sequence and separate. You DO NOT issue suggestions or let a pilot do your job for you. This only increases your workload as now you have no idea where the pilot is going to go or what altitude he's going to pick.

I'm not sure of your previous radar experience, but how about using other parts of the .65 to help you out. You can still issue altitudes and headings to VFR and IFR aircraft below the MVA if they can maintain their own terrain and obstruction clearance.