[Real] RNP fixes all this MAP/GA safety
The above thread is why both FAA's AC120-29A issued on Aug 12, 2002, as well as ALL [real] RNP based procedures, ...now specify providing protection for air carriers for safe obstacle clearance for the balked landing from the TDZ, while still accommodating the first engine failure, as well as the first NAV failure. That way, loss of visual reference is protected all the way to the runway, as well as for any go-around, irrespective of above or below DA(H), whether initiated OEI, or having an engine subsequently fail at any time after a balked landing (even near the TDZ) has been initiated. Both TERPS and PANS-Ops, as well as other some other states' operations and SIAPS used by air carriers do not necessarily address this issue, ....for assuring a safe go-around missed approach path, for any G/A initiated either before or after descending below DA(H), ... such as in the event of an unsafe (blocked) runway, low mu report or observation, excessive wind component, windshear, or loss of visual reference. This safe go-around protection has always been intended for US air carriers since the jet age, but was only explicit for Cat II and Cat III ops, until it was formalized on July 13, 1999 in AC120-28D, and in 2002 with the publication of AC120-29A (para 4.3.1.8).