The approach is not meant to bring you into a position to land, rather to get you below the clouds where you could continue visually. At the missed approach point (3000 ft almost on top of the runway) you will of course never make it to a safe landing, especially because circling is not authorized. If you read the full thread:
It is an interesting one, of course when you are visual you can do as you like, given sufficient ground clearance is maintained. The main problem with this approach is that it cannot be flown as a “stabilized approach” and therefore, amongst other reasons (terrain obviously) requires special training. This airport is a category C airport which generally means specialized training is required in a simulator or having approached the airport as an observer (jump seat) and the captain must be pilot flying. For some airports it might be even more strict (likely the case here).
The published approach, like what Jeppesen has published does not take into account all performance categories, also it doesn’t approach a specific runway, it allows to approach the airport rather than the runway. I found the full plate on the internet just now and it says circling prohibited. So likely the idea is to follow the approach when in IMC until VMC, after which deviation from the glidepath is required in order to land, which can be quite steep.
Obviously you can’t do that in anything bigger than a Cessna, definitely with an A320 you are not gonna dive to loose 3000 ft quickly before the runway threshold, but that’s not Jeppesen nor the CAA publishing those instrument procedures their problem. Its up to the operator to establish more strict minima or procedures (maybe visual approach only?), also the operator is responsible for establishing escape routes and climb-out procedures for engine out situations, procedures for go-around / balked landing etc. In short an engine failure should be taken into account at any point during the approach and the aircraft must be able to climb-out safely. The operator has quite a lot more responsibility and much more planning, training and approval is required before flying to such airports. With operator the airline is meant of course unless flying a private GA aircraft, there the pilot is considered as the operator.
By the way a common misconception is that an aircraft, at missed-approach point, should still be in a position to land when runway comes into view. This is definitely not always the case, of course in 99% of cases it is, on most instrument approaches, at DA the runway is in front of you and you are on a direct path towards the aiming markers. There are cases where, when at the missed-approach point there is no way the aircraft is in a position to safely land and a go-around should therefore be initiated. I have seen cases in real life where the MAP is even behind the runway without the ability to perform a circle-to-land. So when approaching minima in such case, apart from considering if sufficient visual references are available to continue approach, you should now also consider if the aircraft is in a position to land safely.