Blade element momentum (BEM) codes traditionally neglect the radial induced velocity <em>u<sub>r</sub></em>, although for the strongly deflected or prebent blades of current multi-MW turbines it produces an additional in-plane driving force. Two engineering models proposed by Li et al. (2022) — the smooth correction attributed to Madsen, driven by the area-averaged thrust coefficient, and the superposition of discrete semiinfinite vortex cylinders formed from the converged annulus inductions — were implemented independently in an open-source blade design and analysis code. For the NREL 5 MW reference rotor with an operational tip deflection of 6 m both models change thrust and power by less than 1 %, and their integral effects on the power coefficient agree to within 0.05 %. This agreement conceals a pronounced local disagreement: at mid-span the vortex-cylinder <em>u<sub>r</sub></em> changes sign, following the non-monotonic radial derivative of the axial induction, and at the outermost section it grows logarithmically with the number of blade sections, <em>u<sub>r</sub></em> ≃ 0.78 ln <em>N<sub>sec</sub></em> + 3.05 (m s<sup>−1</sup>), in close agreement with the analytic slope |<em>γ</em><em style="position: relative;"><sub>t</sub> <sup class="up" style="position: absolute; top: 0px; left: 2px;">tip</sup></em>|/2<em>π </em>= 0.82, reaching 6.6 m s<sup>−1</sup> at <em>N<sub>sec</sub></em> = 70 against 2.3 m s<sup>−1</sup> for the Madsen correction. We show that the integral agreement is systematic rather than coincidental, and that local load predictions near the tip of non-planar rotors are model- and grid-dependent and require an explicit, resolution-independent regularisation.<em style="position: relative;"><br /></em>