How about a couple of curve balls for consideration for what has been an excellent discussion with excellent posts.
As some of us have flown in areas of super cold air...Alaska, Canada, Norway, Antartica for examples.....what effect does super cold air have on this due to its effect upon Barometric Altimeters for example.
The FAA and other authorities have offered guidance and correction tables for those effects.
My question is more about how we use the data shown in the performance charts when we encounter abnormal air temperatures....or is that information baked into the cake in the Charts?
The follow-up question is how much effect does a Knot or two deviation from the computed Vy cause in ROC.
My experience in one particular aircraft model demonstrated to every Pilot during Conversion training showed that to be critical during OEI operations where Vbroc airspeed was the target speed.
I see Vy and Vbroc being the same as both are for rate of climb and not for angle of climb.
Then there is the matter of Instrument error when it comes to achieving that magic number computed on the Performance Chart.
Theory is fine but practical application takes over from that point.