Originally Posted by
LeadSled
zzuf,
I hope you are not actually a pilot, you clearly know very little about Vmcg certification, and what you do know is in error.
Could I gently suggest you do a bit of homework on the subject, even the different requirements either side of the Atlantic at different periods.
Your last line is particularly interesting, as Australia (thank goodness) has not had its own unique airworthiness requirements since 1998, where the last of the ratbag local impositions were buried in an unmarked grave, and as for Vmcg speeds, have been as per FAA since a long time ago --- as opposed to those who wanted to impose BCAR methods.
I can tell you from actual experience, in a B747-238, with only a 25 kt. X-wind, and a full de-rated takeoff, the "wrong" engine losing thrust at a Vmcg limited V1 resulted in demolishing some runway lights.
Tootle pip!!
PS: The details of how a particular type an variant is certified (FAA) will be found in the flight test guide that FAA and the manufacturer settle as part of the certification process. Tracking the history of certified approach Vref speeds is a good case in point, it has been a long, long time since Boeing used 1.3Vs as the basis for Vref.
Perhaps you could enlighten me on how much I don't know about Vmcg certification, and the effect of crosswind on the handling characteristics of transport category aircraft, following engine failure at Vmcg.
The history of changes to Vref is not that exciting, suggest you follow up on why Vsmin, was finally replaced by Vs1g, not that is of any relevance to this thread.