When we build a missed approach procedure, we determine where we want
the missed approach to go. If that route encounters an obstacle, then we
have to create a "climb to" altitude before the turn can be made toward
the obstacle. In that example, it would be "Climb via 270 heading to
2000, then right climbing turn to 4000 direct XXX VOR and hold.

If obstacles weren't a factor, but we had a specific route designed to
avoid obstacles or airspace, then it would read "Climb to 4000 via 270
heading and XXX VOR R-210 to XXX VOR and hold". In this case, you
wouldn't wait until reaching 4000 to turn; you would fly a heading until
the specified radial, turn to that radial, and climb while on the route,
reaching 4000 either while on the heading or on the specified radial,
depending on aircraft performance.

For the example of reaching the missed approach holding pattern before
reaching the specified altitude, you would perform a climb in hold at
the holding fix until reaching the specified altitude or received a
clearance beyond the fix. Incidentally, we evaluate the climb based on
200' per NM, and if that climb doesn't reach the specified altitude by
the time you get to the fix, we're required to develop a "climb in hold"
pattern at the holding fix. This is transparent to the pilot, but
requires the procedure specialist to use a 310 knot holding pattern
template to search for obstacles, instead of the normal GA pattern of
200 or 230 knots. This gives extra obstacle protection during your climb.

wrote:
Perhaps an example from "nospam" of an actual plate would be more
instructive.


Take a look at the ILS to RWY 24 and (K)CRQ

This is where I saw the missed. It is not a good example as the missed
takes you out over the ocean and in fact either way you look at it, it
would be safe.

I'm just trying to understand in the general sense what the rules are.
In reading the recent AOPA magazine it had a sumary of accidents in
CA and one was someone getting a radar vector and assuming that he
could let down to the crossing altitude of the next segment.
He did this at night and it was fatal.

I understand that not understanding the subleties of what the rules
are for flying IFR can also be Fatal so I'm just trying to understand.

Another approach with a similar missed that is unlclear:

KCNO ILS RWY 26R

Missed:
Climb to 1400 then climbing left turn to 4000 direct PDZ and hold.

Looking at the plate missed seems to be about 4 mi from PDZ.
DH is 836 so at 200ft /mi 1400 gets you to 6 mi from PDZ
Assume that the turn gives you another 200 ft thats 1600 and 6 miles
at 200 per nm that gets you to PDZ and 2800.

The missed specifies 4000

So what do you do hold at PDZ and climb to 4000?

Again in this specific case it looks like that would be safe.