@huv: we are discussing the takeoff run, not the landing. I have flown quite some hours in the Cirrus of which some in the SR20 and most in the SR22T. I can’t remember having to use differential braking on the takeoff run, but lots of left rudder. I do agree that with heavy crosswinds, you need more distance in takeoff and landing to accommodate any gusts. However, this is all becoming a very theoretical discussion.
Peter wrote:
But it is 16 degrees off axis. The Q is: how much does this matter? How much is the wing lift sensitive to the deviation from perpendicular of the airflow across it?
AnthonyQ wrote:
But the lift at Vr is calculated from the 70kt component at zero degrees…which is the same as the nil wind case
Peter wrote:
After liftoff (Vr) the picture changes. Over a few seconds, the plane turns into the relative wind (i.e. a heading change from 360 to 016 in this case). … a departure into wind gives you a briefly higher rate of climb.
That’s why I think you need less runway, as you can lift-off as early as ground effect kicks in, turn nose into wind, and fly away.
Unless there is trees or hangars lining the runway… then you will be held down due turbulence and rotors…