I guess the safest course of action will be to always continue if an engine fails at V1 in a strong crosswind a the certificating authorities have taken that into consideration.
We are at risk, chaps, of ending up in a willy waving competition, methinks .... and that would be a great pity.
(a) life and aeroplanes is about risk, not absolute guarantees
(b) the certification standards match an aeroplane design to a wide-ranging set of parameters which, at the time the Design Standard was frozen for the particular certification, were considered to provide for an adequate level of safety (ie reasonable minimisation of risk) based on reasonable statistical considerations
(c) if you are operating at the extreme limits of the acceptable envelope, one needs to be very considerate of the background which went into the certification approval.
(d) if, as we appear to be, considering Vmcg -
(i) the figure is a boundary condition line in the sand for other considerations and, as it turns out, only looks at a low (or nil for the older UK Standards) crosswind situation
(ii) if you find yourself
- committed to a Vmcg-limiting takeoff (not a general circumstance in the overall scheme of things), AND
- you have a critical failure, AND
- the crosswind is significantly above the certification requirement AND
- that crosswind is from the unfortunate side of the aircraft ...
it just wasn't your day. Perhaps one ought not to have put oneself in the situation unless there were no sensible alternative(s) ... ?
You may well be in the situation of having to reject from a speed above V1 - the possible/probable alternative option being to have a tiptoe through the tulips event .. or worse.
No guarantees, chaps, only probabilities and a modicum of pilot commonsense ...
Now, what might the thinking pilot do to minimise this already minimalistic likelihood of disaster ?
For instance if the conditions are super critical - very short runway, min weight, min V1, strong crosswind, wet conditions, aft CG, etc -
(a) are you able to defer the takeoff until a later, more suitable time ?
(b) is there an alternative runway which might not be so critical ?
(c) is derated thrust an available and workable option ? What is the ASDA/TODA balance for the particular runway ?
If, however, you must go (and that's a part of the command decision process), one should have mentally rehearsed the possible need for a post-V1 reject.
Personally, I'd be far more worried about the idiot in the other car on the drive to the airport .....