If you're a foreign carrier operating into the U.S. you're mostly likely at a larger airport. There is no missed approach procedure on a visual approach unless one is specified. That happens on the XYZ Visual approach. FMS Bridge VIsual 28R at SFO, now part of Canadian flying folklore(!), Canarsie 13L/R at JFK, Expressway Visual LGA 31 (not sure if it has a published MAP) or River Visual 19 DCA come to mind. The call is "XYZ tower, Hotshot 123 going around." At the larger airports you'll almost always be sent to departure control and they'll re-sequence you into the arrival flow. Most of the times the directions from tower are straight forward - "Hotshot 123, climb and maintain 2,000' (3,000'), heading 270, departure on 121.5." (< humor). However the tower directions can be very specific and DIRECTIVE at times, especially if they're departing off a parallel runway. Nothing like rejoining on a company plane departing from the parallel runway! They don't give out t-shirts for those days but we remember them!
Another example of DIRECTIVE radio calls is a go-around on JFK's 31R. You're pointing at LGA 8 miles away and also at the planes descending on the LGA Rwy 31 Expressway Visual approach. The clearance is typically "HOTSHOT 123 (&*%#!), DIRECT CANARSIE, climb and maintain 2,000', departure on 123.45."
Even at smaller U.S. airports large enough to be served by airlines you'll typically be sent back to radar control (departure if there's multiple frequencies). At very small airliner airports, which are unlikely to be served by foreign carriers, you might be kept in the VFR airport pattern. In that case a quick call asking if there's a required, recommended or mandatory altitude for large jets wouldn't be out of order "say pattern altitude?". Otherwise my faded memory is telling me 1500' for jet aircraft as local VFR traffic will be at 1000'.
Last edited by misd-agin; 22nd Feb 2020 at 23:48.