 As shown in Figure 4-25 , there are many different ways  that the MAP can be depicted, depending on the type  of approach. On all approach charts, it is depicted in the  profile and plan views by the end of the solid course  line and the beginning of the dotted missed approach  course line for the top-line/ lowest published minima. For  a precision approach, the MAP is the point at which the  aircraft reaches the DA or DH while on the glideslope/  glidepath. MAPs on non-precision approaches can be  determined in many different ways. If the primary NAVAID  is on the airport, and either a VOR or NDB approach is  being executed, the MAP is normally the point at which  the aircraft passes the NAVAID.  On some non-precision approaches, the MAP is given as  a fixed distance with an associated time from the FAF to  the MAP based on the groundspeed of the aircraft. A table  on the lower right or left hand side of the approach chart  shows the distance in NM from the FAF to the MAP and  the time it takes at specific groundspeeds, given in 30  knot increments. Pilots must determine the approximate  groundspeed and time based on the approach speed and  true airspeed of their aircraft and the current winds along  the final approach course. A clock or stopwatch should be  started at the FAF of an approach requiring this method.  Many non-precision approaches designate a specific fix  as the MAP. These can be identified by a course (LOC or  VOR) and DME, a cross radial from a VOR, or an RNAV (GPS)  waypoint.  Obstacles or terrain in the missed approach segment  may require a steeper climb gradient than the standard  200 ft/NM. If a steeper climb gradient is required, a note  is published on the approach chart plan view with the  penetration description and examples of the required  FPM rate of climb for a given groundspeed (future  charting uses climb gradient). An alternative is normally  charted that allows using the standard climb gradient.  [Figure 4-25] In this example, if the missed approach climb  requirements cannot be met for the Burbank ILS RWY 8  chart, the alternative is to use the LOC RWY 8 that is charted  separately. The LOC RWY 8, S-8 procedure has a MDA that  is 400 feet higher than the ILS RWY 8, S-LOC 8 MDA and  meets the standard climb gradient requirement over the  terrain. For some approaches a new charting standard is  requiring two sets of minimums to be published when  a climb gradient greater than 200 ft/NM is required. The  first set of minimums is the lower of the two, requiring a  climb gradient greater than 200 ft/NM. The second set of  minimums is higher, but doesn’t require a climb gradient.  Shown in Figure 4-26, Barstow-Daggett (KDAG) RNAV  (GPS) RWY 26 is an example where there are two LPV lines  of minimums.  4-41  In the event a balked (rejected) landing occurs at a position  other than the published missed approach point, the  pilot should contact ATC as soon as possible to obtain an  amended clearance. If unable to contact ATC for any reason,  the pilot should attempt to re−intercept a published  segment of the missed approach and comply with route  and altitude instructions. If unable to contact ATC, and  in the pilot’s judgment it is no longer appropriate to fly  the published missed approach procedure, then consider  either maintaining visual conditions (if possible) and  reattempt a landing, or a circle−climb over the airport.  Should a missed approach become necessary when  operating to an airport that is not served by an operating  control tower, continuous contact with an air traffic facility  may not be possible. In this case, the pilot should execute  the appropriate go−around/missed approach procedure  without delay and contact ATC when able to do so. The missed approach course begins at the MAP and  continues until the aircraft has reached the designated  fix and a holding pattern has been entered. [Figure 4-24]  In these circumstances, ATC normally issues further  instructions before the aircraft reaches the final fix of  the missed approach course. It is also common for the  designated fix to be an IAF so that another approach  attempt can be made without having to fly from the  holding fix to an IAF.  The missed approach climb is normally executed at the  MAP. If such a climb is initiated at a higher altitude prior  to the MAP, pilots must be aware of any published climb- altitude limitations, which must be accounted for when  commencing an early climb. Figure 4-23 gives an example  of an altitude restriction that would prevent a climb  between the FAF and MAP. In this situation, the Orlando  Executive ILS or LOC RWY 7 approach altitude is restricted  at the BUVAY 3 DME fix to prevent aircraft from penetrating  the overlying protected airspace for approach routes into  Orlando International Airport. If a missed approach is  initiated before reaching BUVAY, a pilot may be required  to continue descent to 1,200 feet before proceeding  to the MAP and executing the missed approach climb  instructions. In addition to the missed approach notes  on the chart, the Pilot Briefing Information icons in the  profile view indicate the initial vertical and lateral missed  approach guidance.  at a point other than the missed approach point, from  below MDA or DA (H), or on a circling approach, obstacle  clearance is not provided by following the published  missed approach procedure, nor is separation assured from  other air traffic in the vicinity. 