Gentlemen -
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Regarding the Vmcg and its relation to minimum V1... I constantly run across conflicting numbers on V speed tables for a given type airplane, depending on the certification of that airplane... that is - US/FAA FAR 25 or UK/CAA...
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I fly and instruct in 747-200s... occasionally the 747-300s
Frequently instructing performance subjects in classrooms, I often lecture that the UK/CAA assumes a crosswind (was it 7 kts or 10 kts crosswind...?) for a more conservative (higher) VmcG (I love that...) since the US/FAA certification is not using any form of crosswind factor...
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Some 2 years ago, I was performing certification flights for a new AOC with a 747-267B equipped with RB211-524D4 engines (53,000 lbs max trust)...
I normally fly 747-287B airplanes, equipped with JT9D-7Q engines (same thrust, 53,000 lbs)...
And a few years ago, I flew a 747-341B we had leased (CF6-50E engines which are nearly same, 52,600 lbs thrust)...
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I compared the data of the 3 types, and although the power of the 3 types of engines is very close, the 747-267B (ex Cathay, ex Virgin) V1 and VmcG tables showed differences at times up to 10 knots (VmcG)... then I further investigated their AFM and AOMs, and sure enough, all differences came between different certification standards. The manuals, all printed by Boeing, mention either "FAA" or "CAA" depending which of the airplanes.
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A real conflict here... I mentioned that fact to the head of my DGAC here, but his aviation background was Mirage fighters... so he said "yes, I will advise you" - I never heard anything again...
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Personally, when taking off with nice weather, I make my mental VmcG and minimum V1 with FAA figures and standards... and nasty weather or crosswind, I do it CAA style... Just it is not easy to convey all that in a classroom...
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Happy contrails
idg - I think your 747-200 simulator (112 VmcG) is obviously JT9D-7A power, while your 747-300s (122 Vmcg) is based on more powerful engines. With equal power, there is really no difference between 200s and 300s...