slim_slag
Fair enough, we can leave the FAR v. ICAO v. CAA bit like that for now.
It still means that (UK, Class G) one can descend to the IFR MSA (1000ft above highest obstacle within 5nm I think; the FARs say something slightly different for the MOCA, IIRC, but 5nm is good enough) and provided one is then VMC one can continue with the approach visually.
One can even do a straight-in approach that way, not wisely but legally.
Which amounts to a DIY IAP with an MDH of 1000ft. That's good enough for most requirements.
Do that in say Wales and if your nav is less than 100% you will still get killed.
Why would this be illegal in the USA? It wouldn't be because you can legally fly AT the MOCA (if that's the level in your IFR clearance) and if you are visual then, you can elect to do a visual approach. So the argument is moot.
To re-iterate, there is no practical difference I can see between
a) Flying at MOCA (or MSA if UK/Europe) plus say 10000ft, and then descending to the MOCA 5nm away from the airfield, and if one is visual, doing a visual approach, and
b) Flying AT the MOCA all along and if visual doing a visual approach.