TM 1-1510-224-10 allowing   fuel   for   start,   taxi,   runup,   cruise   climb   and descent, and 45 minutes fuel reserve. (2) Purpose.  This graph is used to determine endurance  in  hours  for  full  main  and  aux  tanks,  given pressure altitude in feet and true airspeed in knots. be. One  Engine  Inoperative   Max   Cruise   Power   at 1700 RPM. (1) Description.    The  One  Engine  Inoperative Max   Cruise   Power   at   1700   RPM   tables   (fig.      7-86 through  7-93)  show  fuel  flow,  airspeed,  and  torque  for various flight conditions. (2) Purpose.        These    tables    are    used    to determine  fuel  flow  per  engine,  total  fuel  flow,  indicated airspeed,  and  true  airspeed,  given  pressure  altitude  in feet,     indicated     free     air     temperature     and     free     air temperature    in    degrees    Celsius,    aircraft    weight    in pounds,   and   torque   per   engine   in   percent.      During operation  with  ice  vanes  extended,  torque  will  decrease approximately 10%, fuel flow will decrease by approximately  6%,  and  true  airspeed  will  be  reduced  by approximately 10 knots. bf. Time, Fuel, and Distance to Descend. (1) Description. The Time, Fuel, and Distance  to  Descend  graph  (fig  7-94)  depicts  the  time, fuel, and distance to descend. (2) Purpose.  This graph is used to determine the  time,  fuel,  and  distance  required  to  descend,  given the beginning and ending pressure altitudes in feet. bg. Climb Balked Landing. (1) Description.      The   Climb   Balked   Landing graph  (fig.    7-95)  depicts  rate  of  climb  to  be  expected after a balked landing. (2) Purpose.  This graph is used to determine the rate of climb in feet per minute and climb gradient in percent,    given    the    free    air    temperature    in    degrees Celsius,  pressure  altitude  in  feet,  and  aircraft  weight  in pounds.    For  operation  with  ice  vanes  extended,  rate  of climb   will   be   reduced   by   approximately   300   feet   per minute.    Enter  the  graph  at  the  pressure  altitude  from which a go-around would be initiated. bh. Normal Landing Distance Flaps Down. (1) Description. The Normal Landing Distance  Flaps  Down  graph  (fig.    7-96)  depicts  normal flaps down landing distance. (2) Purpose.  This graph is used to determine flaps down landing distance, given free air temperature in degrees Celsius, field pressure altitude, runway gradient in % up or down, and head or tail wind component in knots.  The wind grids include factors of 50% for headwinds and 150% for tailwinds. Components of reported winds may therefore be used directly in the grids.  Weight does not significantly affect landing distance. bi. Landing Distance Flaps Up. (1) Description.    The  Landing  Distance  Flaps Up  graph  (fig.    7-97)  depicts  landing  distance  with  flaps up. (2) Purpose.  This graph is used to determine flaps   up   landing   distance,   given   flaps   down   landing distance.        Landing    with    flaps    full    down    is    normal procedure.    Flaps  up  landings  may  produce  tire  speeds and/or    brake    energies    that    exceed    limitation.        To determine  the  flaps-up  landing  distance,  read  from  the Normal Landing Distance Flaps Down graph, the landing distance   appropriate   to   temperature,   altitude,   runway gradient,  and  wind.    Enter  the  subject  graph  with  the derived value, and read the flaps-up landing distance. bj. Landing  Distance  One  Engine  Inoperative  Flaps Down. (1) Description.    The  Landing  Distance  One Engine Inoperative Flaps Down graph (fig.  7-98) depicts one engine inoperative landing distance. (2) Purpose.  This graph is used to determine one   engine   inoperative   flaps   down   landing   distance, given   the   flaps   down   normal   landing   distance.      To determine  the  one  engine  inoperative  landing  distance, read   from   the   Normal   Landing   Distance   Flaps   Down graph,  the  landing  distance  appropriate  to  temperature, altitude,  runway  gradient,  and  wind.    Enter  the  subject graph  with  the  derived  value,  and  read  the  one  engine inoperative landing distance. 7-4.  EXAMPLES. The   following   examples   present   calculations   for   flight time, block speed, and fuel required for a proposed flight from   Billings,   Montana,   to   Casper,   Wyoming,   at   flight level  250,  using  the  conditions  listed  below,  except  as noted.    The  desired  takeoff  weight  is  16,000  pounds,  if possible. a. Conditions.  At Billings-Logan International (BIL): Free Air Temperature....................................... 59F Field Elevation .........................................3649 feet¹ 7-9