Some interesting comments, here.
I particularly agree with those folk identifying the differences between the Lycoming & small Continental engines (the latter being more prone to ice). Incidentally, the 6-cyl Cont fitted to some 172's has the same issue.
My little A-65 powered Cub has no intake filter, so the dust issue for carb heat in/out does not arise.
I would suggest that anyone flying an aircraft that has such low power that a go-around with carb heat hot causes performance concerns to consider changing aircraft. Marginal performance as seen on some 100hp Rallye's & Pups leaves little margin for error. However, the return of carb heat to cold at the same time as applying full throttle can also be learned.
Further, lean cuts that can happen on some carburettors (those without an accelerator pump) when going from idle to full power can be avoided by keeping the carb heat hot until the transition from the idle jet to the main jet is achieved.