TM 1-1510-224-10 known  height  plus  a  desired  margin  of  clearance,  given the   horizontal   distance   of   the   obstacle   from   reference zero in nautical miles. ag. Net Take-off Flight Path - Third Segment. (1) Description.    The  Net  Take-off  Flight  Path -Third   Segment   graph   (fig.      7A-34)   depicts   the   climb gradient     for     the     third     segment     of     a     one     engine inoperative climb. (2) Purpose.  This graph is used to determine the  net  climb  gradient  in  %  for  a  one  engine  inoperative climb   from   500   feet   above   the   runway   to   1500   feet above the runway at VENR, given free air temperature in degrees Celsius, pressure altitude in feet, aircraft weight in  pounds,  and  head  or  tail  wind  component  in  knots. For   operation   with   ice   vanes   extended,   decrease   net climb gradient by 1.5 percentage points. ah. Climb - Two Engine - Flaps Up. (1) Description.      The   Climb   -   Two   Engine  - Flaps Up graph (fig.  7A-35) depicts rate of climb for two engine operation. (2) Purpose.  This graph is used to determine the rate of climb in feet per minute and climb gradient in %  for  a  two  engine  climb  with  flaps  up,  given  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 500 feet per minute. ai. Climb - Two Engine - Flaps Approach. (1) Description.      The   Climb   -   Two   Engine  - Flaps  Approach  graph  (fig.    7A-36)  depicts  rate  of  climb for two engine operation. (2) Purpose.  This graph is used to determine the rate of climb in feet per minute and climb gradient in % for a two engine climb with flaps approach, given 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 500 feet per minute. aj. Climb - One Engine Inoperative. (1) Description.      The   Climb   -   One   Engine Inoperative  graph  (fig.    7A-37)  depicts  the  rate  of  climb to  be  expected  in  feet  per  minute  at  130  knots  for  all aircraft   weights   with   one   propeller   feathered,   landing gear    and    flaps    retracted,    and    maximum    continuous power on the operating engine. (2) Purpose.  This graph is used to determine the rate of climb in feet per minute and climb gradient in % for a one engine inoperative climb with gear and flaps up,    given    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 220 feet per minute. ak. Service Ceiling - One Engine Inoperative. (1) Description.      The   Service   Ceiling   -   One Engine    Inoperative    graph    (fig.        7A-38)    depicts    the maximum    pressure    altitude    at    which    the    aircraft    is capable   of   climbing   at   50   feet   per   minute   with   one propeller feathered. (2) Purpose.  This graph is used to determine the  maximum  pressure  altitude  at  which  the  aircraft  is capable   of   climbing   at   50   feet   per   minute   with   one propeller     feathered,     given     free     air     temperature     in degrees   Celsius   and   aircraft   weight   in   pounds.      For operation  with  ice  vanes  extended,  the  service  ceiling will be lowered by approximately 1900 feet. al. Time, Fuel, and Distance to Cruise Climb. (1) Description. The Time, Fuel, and Distance  to  Cruise  Climb  graph  (fig.    7A-39)  depicts  the time, fuel, and distance to cruise climb. (2) Purpose.  This graph is used to determine the   time,   fuel,   and   distance   required   to   cruise   climb, given  the  beginning  and  ending  free  air  temperature  in degrees Celsius, beginning and ending pressure altitude in feet, and the initial climb aircraft weight in pounds.  To account  for  start,  taxi,  and  takeoff  add  120  pounds  of fuel.  For operation with ice vanes extended, add 17C to the actual FAT before entering the graph. am. Maximum Cruise Power at 1700 RPM. (1) Description.    The  Maximum  Cruise  Power at  1700  RPM  tables  (fig.    7A-40  through  7A-47)  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 air-speed,  and  true  airspeed,  given  pressure  altitude  in feet,  indicated  free  air  temperature  in  degrees  Celsius, free air temperature in degrees Celsius, aircraft weight in pounds,   and   torque   per   engine   in   percent.      During operations with ice vanes extended, torque will decrease approximately 12%, fuel flow will decrease approximately  8%,  and  true  airspeed  will  be  reduced  by approximately 15 knots. an. Maximum Cruise Speeds at 1700 RPM. (1) Description. The Maximum Cruise Speeds   at   1700   RPM   graph   (fig.      7A-48)   depicts   the relationship 7A-6