"Snowbird" wrote in message
om...
[snipped]

One thing I haven't seen mentioned on this thread (maybe it has been
and I missed it) is that a visual approach explicitly has no missed
approach segment and IMO the pilot has to consider this carefully when
making a decision as to whether or not to accept a visual approach.
If one isn't able to complete the visual, instructions are "remain
clear of clouds and contact ATC". There are plenty of places we've
met where this can put the pilot in a cleft stick, if he accepts the
visual and in fact can't make it in -- stuck at an altitude where
radio reception is tenuous or where a long wait may be necessary in
order to clear the pilot under non-radar rules.


Sydney, to me this paragraph of yours illustrates why it is legally
important for the pilot to first report sighting the airfield (or aircraft
to follow etc) before ATC issues a visual apprach clearance. A remote
Visual Approach clearance issued way before you see the airport, followed by
lost comm and lost radar as you descend trying to find it, just doesn't
sound like positive IFR air traffic control to me. At ZTL, the controller
(if caught, which is a big IF) would be credited with an operational error.
Sadly, an FAA controller OE investigation would likely come only after the
NTSB crash site investigation was completed... too late to do the pilot any
good.

Chip, ZTL