"Go-around" implies they were going around, which could have started at the MAP or 10' in the air at the departure end of the runway having not been able to touchdown for whatever reason. We still need more into--like the report.

Here's the METAR:

METAR KHQU 210055Z AUTO 00000KT 10SM CLR 09/M04 A3012 RMK AO1 T00931044 =

Hard to see how they went from the MAP to the point where the tower was struck unknowingly.

GF

 

total loss of SA.

 

There is an article in the February 2012 issue of Twin&Turbine titled:
'On the Rocks'. In it the author discusses one respondents email to an earlier article where he shares some techniques for setting the instrument approach for the runway departing in case of the need to return immediately after takeoff in IMC conditions (generally a good idea), but then goes to to say that he (the respondent) also review the missed approach procedure and that he would "plan to fly the missed approach procedure in the event of an engine out [on departure]."

The author explains in detail why this would not be a good idea and GF hits on it in the post above. The MAP ONLY provides an obstruction free flight path if executed AT THE MAP and from the MDA/DH - not at the end of the runway for example as the respondent was planning to use in lieu of a DP/ODP or SID.

If you can find it on-line, I thought it was a very informative article.

 

From flightaware track. looks like speed was fast below 10 and still fast straight in for rwy 10 at 5 miles out at 2500 agl


07:58PM 33.8028 -83.0389 129° Southeast 436 502 11,700 -2,340* Atlanta Center
07:59PM 33.7433 -82.9469 128° Southeast 415 478 9,600 -2,100* Atlanta Center
08:00PM 33.6883 -82.8631 128° Southeast 372 428 7,600 -1,800* Atlanta Center
08:01PM 33.6397 -82.7861 127° Southeast 320 368 6,000 -1,800* Atlanta Center
08:02PM 33.5889 -82.7122 130° Southeast 281 323 4,100 -1,260* Atlanta Center
08:03PM 33.5442 -82.6481 130° Southeast 272 313 3,500 -600* Atlanta Center