My take on what you need to see at DMYHL, the missed approach point, (from an FAR perspective) is that you need to see the
runway environment. This information can be found in FAR 91.175 paragraph (c), and specifically subparagraph (3). LDIN lights are not considered approach lights, so for 13L you would need to see one of the items in subparagraph (c)(3)…approach lights, VASI’s etc. The LDIN lights are for noise abatement procedures.
The following are parts of FAR 91.175.
§ 91.175 Takeoff and landing under IFR.
(c) Operation below DH or MDA. Except as provided in paragraph (l) of this section, where a DH or MDA is applicable, no pilot may operate an aircraft, except a military aircraft of the United States, at any airport below the authorized MDA or continue an approach below the authorized DH unless—
(1) The aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers, and for operations conducted under part 121 or part 135 unless that descent rate will allow touchdown to occur within the touchdown zone of the runway of intended landing;
(2) The flight visibility is not less than the visibility prescribed in the standard instrument approach being used; and
(3) Except for a Category II or Category III approach where any necessary visual reference requirements are specified by the Administrator, at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot:
(i) The approach light system, except that the pilot may not descend below 100 feet above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable.
(ii) The threshold.
(iii) The threshold markings.
(iv) The threshold lights.
(v) The runway end identifier lights.
(vi) The visual approach slope indicator.
(vii) The touchdown zone or touchdown zone markings.
(viii) The touchdown zone lights.
(ix) The runway or runway markings.
(x) The runway lights.
[Notice that LDIN (lead-in) lights are not on this list. This is because they are not considered approach lights.]
(e) Missed approach procedures. Each pilot operating an aircraft, except a military aircraft of the United States, shall immediately execute an appropriate missed approach procedure when either of the following conditions exist:
(1) Whenever operating an aircraft pursuant to paragraph (c) or (l) of this section and the requirements of that paragraph are not met at either of the following times:
(i) When the aircraft is being operated below MDA; or
(ii) Upon arrival at the missed approach point, including a DH where a DH is specified and its use is required, and at any time after that until touchdown.
The following is from the FAA’s Instrument Procedures Handbook:
http://www.faa.gov/library/manuals/a...a/CH%2005a.pdf
MISSED APPROACH
Many reasons exist for executing a missed approach. The primary reason, of course, is that the required flight visibility prescribed in the IAP being used does not exist
or the required visual references for the runway cannot be seen upon arrival at the DA, DH or MAP. In addition, according to Part 91, the aircraft must continuously be in a position from which a
descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers, and for operations conducted under Part 121 or 135, unless that descent rate will allow touchdown to occur within the touchdown zone of the runway of intended
landing. [Figure 5-20] CAT II and III approaches call for different visibility requirements as prescribed by the Administrator.