loch34
The subject of Vmcg/V1/crosswind has been covered several times on PPRuNe (do a search under Vmcg). As mutt says, to have an upwind engine failure at V1 could ruin your whole day if the wind was strong. For this reason we used to calculate the 'real world' Vmcg in the days when we would fail engines during base training. The certification limits take into account the likelyhood of the failure occuring exactly at V1, whereas during base training it was pre-planned.
However, as far as handling is concerned, the most difficult failure to cope with is a failure of the downwind engine just after rotate. If you consider a strong crosswind from the right, the aircraft will rotate with left rudder and right aileron. In a perfect world, the pilot would slowly uncross the contols. If, however, the left outboard engine were to fail, a swing would develop in the same direction as the rudder which is already applied. The pilot would then have to rapidly change from left rudder to right rudder, both to balance the aircraft and to counter any swing which has developed. The right aileron will initially have to be increased but then rapidly centalised or even left aileron applied to counter the excess right rudder (the aces might be able to get it right first time but I never have).
All examiners should be aware of the varying difficulty of the types of failure, the timing of the failure and the handling characteristics of the aircraft, and should make appropriate allowances in a test situation.
Airclues