Ray wrote:

Chad Speer wrote:

*****
AIM 5-4-21(g)
"Missed approach obstacle clearance is predicated on beginning the
missed approach procedure at the MAP from MDA or DA and then climbing
200 feet/NM or greater. Initiating a go-around after passing the
published MAP may result in total loss of obstacle clearance. To
compensate for the possibility of reduced obstacle clearance during a
go-around, a pilot should apply procedures used in takeoff planning.
Pilots should refer to airport obstacle and departure data prior to
initiating an instrument approach procedure."
*****

I don't think this advises against the use of a missed approach
procedure, it just explains that there is reduced obstacle clearance if
you are beyond the MAP or below the MDA/DH and the pilot should
consider that and become familiar with the obstacles.


Yeah, I agree - it all depends on the situation. The same section of
the AIM (5-4-21(c)) indicates that at the minimum circling altitude, the
missed approach can be initiated from anywhere within the circling
approach area - so obviously if you are able to make it back up to the
minimum circling altitude within the circling approach area it will be
safe to execute the missed. But as has been pointed out there are
definitely airports from which it is not possible to execute the missed
approach from below the DH.

During my instrument training we would often do a touch and go before
flying the missed approach in order to log cross country time.

- Ray




The language about missing out of a circle-to-land is providing some
measure of guidance but does not imply that there is critera protecting
such a maneuver. If the missed approach point is at the runway or over
the airport (true most, but not all cases) the circle-to-land abort
should work. But, you are at MDA, not way below it in the case of high
HATs (or HAA in the case of circling).

The missed approach evaluation starts climbing at the MAP for
non-precision IAPs. There is no exception.