Dan Winterland
We who advocate the stabilised approach are NOT syaing that you should hit TOGA at MDA - quite the reverse. If you read my first post you will see that on of the airlines for which I train pilots calculates it own DA from the MDA plus a factor to allow for the dip below when the TOGA button is hit (or even manual go-around is commenced!!!!!!!!!!). This is typically 50-60' for a B737. Therefore, a state published 610' MDA becomes a company 660' DA (for example). Then if the go-around is coimmenced, you will not go below MDA. This keeps you safe and legal. This airline, by the way, has an enviable safety record and has not had an accident on NPAs in over 40 years.
If you level at MDA (maybe 400' above the threshold) and track to the MAPt, what do you do when you see the runway when you are crossing the threshold 400 up? What you probably do is go around because if the vis/cloudbase were too poor to see before MDA then they are too poor for a circling approach. Nothing has been gained but safety and fuel reserves have been compromised by an unnecessary level off.
411A you say you trained pilots in Asia to "dive and drive". However, we only have to look at the safety record of Korean Airlines and China Airlines to see that this kind of high workload approach is not a great idea.