No, VMCG is defined as the minimum control speed on the ground, with one engine inoperative (critical engine on two engine airplanes), takeoff power on other engine(s), using aerodynamic controls only for directional control and thus only applicable to ME aircraft.

Always make sure to update yourself with the latest information on these type of questions.

CFM56-7 series with a max takeoff thrust of 27,300lb.

These engines have higher thrust, improved efficiency, and lower maintenance costs than its predecessor, the CFM56-3 series.

180 minutes extended range (ETOPS).

Bypass ratio 5.5:1

To monitor the flight management and aircraft control actions of the Pilot Flying and carry out support duties such as communications and check-list reading.

VHF Omnidirectional Radio Range (VOR) is defined as VHF Omnidirectional Radio Range, an aircraft navigation system operating in the VHF band.

VOR's are assigned radio channels between 108.0 MHz and 117.95 MHz (with 50 kHz spacing); this is in the very high frequency (VHF) range.

Taxi, trip, contingency, reserve and extra fuel.

The airspeed indicator uses part of the aircraft's pitot-static system to measure and compare the dynamic air pressure between air moving into the pitot tube and static air pressure measured in the case. 

The ASI is calibrated to ISA at MSL and represents the dynamic pressure as indicated airspeed in knots per hour.

ASI errors can originate and vary from:

Instrument Pressure Density Compressibility Maneuver Blocked pitot static system

Dangers of flying into thunderstorms:

Severe wind shear and turbulence (with a risk of structural problems, loss of altitude, loss of airspeed) Severe icing Hail Lightning strikes (with a risk of damage to electrical systems) Radio Communications and Navigation interference from static electricity in thunderstorms

No, because if your critical engine fails at V1 you have to continue your takeoff roll, but because you’re under VMCG you are unable to maintain directional control.

OM = DOM + crew and fuel