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vfr, NATCA, PATCO, ALPA, ATA, natcaTHREAD:7110.65 Question
patco, alpa, ata, union, unionsSUBJECT:Visual_Approachs_and_Terrain
labor unions, bargaining unitsTO:Roddy_Piper
bargaining unit, contracts, contractFROM:hamchuck
natcanet, national, associationPOSTED: 3/16/2008, 10:01PM EDT

Roddy_Piper wrote: [TO: hamchuck]
MVA, MOCA, MIA, and MSAW does not apply to the visual approach. the pilot sees the airport and will proceed visually to it. he obviously needs to descend below these altitudes in order to land at the airport.

in the en route environment i work an airport that has a 12,800 foot MIA, but the field elevation is 5,900. i lose the aircraft on radar well before he lands so i would have already terminated radar service and switched the aircraft to advisory frequency. if there was a tower there i'm not sure what they would use. MIA probably. 2000 feet above the highest obstacle in mountainous terrain.

hamchuck wrote: [TO: Roddy_Piper]
"MVA, MOCA, MIA, and MSAW does not apply to the visual approach"...We know that (I am in an FAA VFR Tower), but our idiot FLM says we have to say it to everyone that sets off the MSAW (Visual or IAP). We are trying to find something in the .65 that spells it out. The ICAO definition (of Visual Approach) in the PC/G says pilots maintain visual separation with terrain, but the "real" definition doesn't say squat about it.

Any other ideas

The main reason for the question is that the same idiot FLM used that and some other chicken stuff (missed a few ATIS codes and incorrect call signs) to pull one of our guys' local ticket and put him in ODP.

You heard right folks...no OE, no OD, no prior history of performance problems. The FLM did a "Performance skill check" on the guy (didn't tell him he was doing it) and two weeks later pulls his ticket.

Needless to say we are doing everything we can to help the guy beat this bum wrap, (and save the rest of us from getting caught in the same trap) so any advise will help.

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