Air speed over the wings is the only thing that matters for lift. Ground speed is irrelevant. In the right conditions you can get a small plane down to Zero ground speed and still be flying just fine. I've done it and demonstrated it to students numerous times.
On takeoff, you're fighting rolling friction from the tires and any uphill grade in the runway. If runway length is tight, you carefully calculate aircraft performance. There could be situations where it would be better to take of downhill with a slight tailwind vs. uphill with a headwind. Terrain could be a factor too. Montrose, Colorado for example; we landed to the south and took off to the north.
The numbers are fuzzy now but it seems like we were good with up to around 20 knots of tailwind although it did affect aircraft performance and increased the takeoff roll distance. You just had to run the numbers and see.
Airliners and cargo planes in Part 121 service are certified under more stringent rules (part 25, transport category) than aircraft in general aviation (part 23) and must demonstrate safe performance in dire situations (such as an engine failure just as you lift off the runway at maximum weight).
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Today's Featured Article - Earthmaster Project Progress Just a little update on my Earthmaster......it's back from the dead! I pulled the head, and soaked the stuck valves with mystery oil overnight, re-installed the head, and bingo, the compression returned. But alas, my carb foiled me again, it would fire a second then flood out. After numerous dead ends for a replacement carb, I went to work fixing mine.I soldered new floats on the float arm, they came from an old motorcycle carb, replaced the packing on the throttle shaft with o-rings, cut new ga
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