BEagle, the procedure described by DB6 is basically that used by BA - they publish company decision altitudes for all the runways/approaches which are approved for that aeroplane which (for a B737) are typically 50-60' higher that the state published MDA. If a go-around is commenced at the CDA, then the aeroplane will not descend below MDA in the course of the go-around. It works well.
Other airlines I have dealt with add a straight 50' the MDA and treat it at as a DA.
The aim on the way down, by the way, is to accurately replicate the "ILS" glideslope of 3º so that you arrive at the CDA with 2 reds and 2 whites on the PAPIs.
In my time on 10 Sqn, the procedure we were taught by 241 OCU was to level at the MDA and track to the MAPt before the GA - a complete waste of time as you can not safely land the beast from a threshold crossing height of 500'!!