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## Teardrop Procedure 

When a teardrop procedure turn is depicted and a course reversal is required, unless otherwise authorized by ATC, this type of procedure must be executed. [Figure 1-15]  The teardrop procedure consists of departure from an IAF on the published outbound course followed by a turn toward and intercepting the inbound course at or prior to the intermediate fix or point. Its purpose is to permit an aircraft to reverse direction and lose considerable altitude within reasonably limited airspace. Where no fix is available to mark the beginning of the intermediate segment, it shall be assumed to commence at a point 10 NM prior to the FAF. When the facility is located on the airport, an aircraft is considered to be on final approach upon completion of the penetration turn. However, the final approach segment begins on the final approach course 10 NM from the facility. 

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## The Profile View 

The profile view is a depiction of the procedure from the side and illustrates the vertical approach path altitudes, headings, distances, and fixes. [Figures 1-10, 1-11, and 1-12] The view includes the minimum altitude and the maximum distance for the procedure turn, altitudes over prescribed fixes, distances between fixes, and the missed approach procedure. The profile view aids in the pilot’s interpretation of the IAP. The profile view is not drawn to scale. [Figures 1-10, 1-11, 1-12, and  1-16] 

The precision approach glideslope (GS) intercept altitude is a minimum altitude for GS interception after completion of the procedure turn, illustrated by an altitude number and “zigzag” line. It applies to precision approaches, and except where otherwise prescribed, also applies as a minimum 

altitude for crossing the FAF when the GS is inoperative or not used. Precision approach profiles also depict the GS angle of descent, threshold crossing height (TCH), and GS altitude at the outer marker (OM). 

For nonprecision approaches, a final descent is initiated and the final segment begins at either the FAF or the final approach point (FAP). The FAF is identified by use of the Maltese cross symbol in the profile view ( ). [Figure 1-11] When no FAF is depicted, the final approach point is the point at which the aircraft is established inbound on the final approach course. [Figure 1-16] 

Stepdown fixes in nonprecision procedures are provided between the FAF and the airport for authorizing a lower minimum descent altitude (MDA) after passing an obstruction. Stepdown fixes can be identified by NAVAID, NAVAID fix, waypoint, or radar and are depicted by a hash marked line ( ). Normally, there is only one stepdown fix between the FAF and the MAP, but there can be several. If the stepdown fix cannot be identified for any reason, the minimum altitude at the stepdown fix becomes the MDA for the approach. However, circling minimums apply if they are higher than the stepdown fix minimum altitude, and a circling approach is required. 

The visual descent point (VDP) is a defined point on the final approach course of a nonprecision straight-in approach procedure. A normal descent from the MDA to the runway touchdown point may be commenced, provided visual reference is established. The VDP is identified on the profile view of the approach chart by the symbol “V.” [Figure 1-12] 

The MAP varies depending upon the approach flown. For the ILS, the MAP is at the decision altitude/decision height (DA/DH). For nonprecision procedures, the pilot determines the MAP by timing from FAF when the approach aid is away from the airport, by a fix or NAVAID when the navigation facility is located on the field, or by waypoints as defined by GPS or VOR/DME RNAV. The pilot may execute the MAP early, but pilots should, unless otherwise cleared by ATC, fly the IAP as specified on the approach plate to the MAP at or above the MDA or DA/DH before executing a turning maneuver. 

A complete description of the MAP appears in the pilot briefing section. [Figure 1-16]  Icons indicating what is to be accomplished at the MAP are located in the profile view. When initiating a missed approach, the pilot is directed to climb straight ahead (e.g., “Climb to 2,000”) or commence a turning climb to a specified altitude (e.g., “Climbing right turn to 2,000.”). In some cases, the procedure directs the pilot to climb straight ahead to an initial altitude, then turn or enter 

