HazelNut39, I no longer have my Perf Manual to give you that information; however, the Boeing Flight Training Manual will provide a similar quote...
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[FONT='Arial','sans-serif']During an approach with two engines inoperative on one side it may be possible to be at an airspeed below VMCA2 when a go-around is initiated. In this event, thrust should be applied with rudder application and a slight bank into the operative engines while establishing a descent for faster acceleration. Stop the thrust lever advance just prior to full rudder travel and then set the inboard engine to go-around thrust. As the airspeed increases and excess rudder becomes available, advance the thrust lever for the operable outboard engine to the go-around setting. At bug + 60 select flaps 1 and slowly increase the pitch attitude to maintain bug + 60 and transition from a descent to a climb.[/FONT]
Let's not get wrapped-up in semantics... the point being is that you should be aware of what the actual Vmca(2), or, Vmcl(2) should actually be. It's one thing to sit comfortably in an armchair at home and disect what someone should have done when in fact you only had a few seconds to make a sensible judgement at that moment in time.
If you're not able to put the aeroplane into a safe Go-Around configuration and that the current situation allows you to land... land the sucker! I'd much prefer to be climbing out of an intact aeroplane than a pile of wreckage somewhere outside of the airfield perimeter.
The chap who was practicing recovery from single engine work (at 300 feet) was obviously well below Vmca; which is why he had difficulty in making a recovery from what should have been a total disaster!
TCF[/FONT]