What program did you use?
Ha! Well said. And on top of that, I was responsible for igniting an answer to the wrong question (if I recall correctly) by rushing in prematurely - pacing and restraint are valuable friends I failed to heed.
Do you use the 787
You don’t just get to dump that screenshot without mentioning the name of the program. It looks super cool!
It’s TOPCAT - a performance calculator. I compared its accuracy to FlySmart (an official Airbus performance calculator) and the numbers are very much in line for the A320 with CFMs. I can’t test how accurate they are for other aircraft, unfortunately.
It does require a license, however.
@OregonAviaton Sorry, I completely missed your question! Hope this answers it.
No problem!! Thanks for answering!!!
It makes sense for V1 to change with wind, if wind affects stopping distance. And it apparently even affects trains (from a research paper): tail wind increases stopping distance and should be considered when calculating safety margin and setting service train speed."
But why would wind affect Vr?
The biggest spread I could see in your images was VR 12% higher than V1. My argument would be: assuming the difference in rudder sensitivity is proportionally modelled, we wouldn’t be able to sense rudder going to an overcontrol sensation over a 12% change in IAS.