West Coast,
7110.65 Chapter 7, section 4 Approaches 7-4-1
Last Sentence " An aircraft unable to complete a visual approach shall be handled as any go-around and appropriate separation must be provided.
Note: 7-4-2 that dictates weather minimums required in order for us to vector you for a visual approach..
7-4-3 a. Controllers may initiate, or pilots may request, a visual approach even when an aircraft is being vectored for an instrument approach and the pilot subsequently reports:
1. The airport or the runway in sight at airports with operating control towers.
2. The airport in sight at airports without a control tower.
In order for me to clear you for a visual approach "YOU MUST HAVE THE AIRPORT OR RUNWAY IN SIGHT".
The only reason that you may go missed is for some unforseen problem that prevents you from landing, ex. , mechanical problem with your aircraft, anmimals on runway, debris on runway, vechicles on the runway, etc.
Again at non towered airports I'm going to protect the airspace around that airport until you cancel your IFR. To me this means that at my satelites I'm protecting 3000 and below, just in case. It should be noted that all my missed approach altitudes are 3000, I'm protecting the airspace around that airport (5 mile radius), which if you miss should give you ample opportunity to re-establish communication.
We can play what if all day long, but depending on radar coverage I will see you miss long before you call me. Other airports with high MVA's and poor radar coverage present a larger problem, the few airports like this that I know of the controllers work aircraft in and out of them using the ONE IN, ONE OUT Rule. They will not have two aircraft wondering around at the same time, they will protect that airspace until either they have established radar and comm, or the pilot cancels.
What is important is that, IF you as a pilot think that there is a chance that you may go missed approach then you should be asking ATC for additional instructions.
Communciation is the key!
Mike
NATCA FWA