Checkboard (bless his AN socks) and Wizofoz are correct.
The limits on the engine are not managed by the engine certification data - they are managed via the Type Certificate Data - and there are occasionally differences.
Not all engines allow 5 minute AEO TO thrust to be used for 10 minutes OEI.
If the take-off is a derate - no thrust increase is permitted as the speeds are predicated on lower minimum control speeds
If the take-off is an assumed temperature flex takeoff, thrust may be increased to actual max TO thrust if required - noting that it is not necessary because terrain clearance should be assured if the RTOWs are correctly designed.
The sim scenario would seem to be designed to ensure that you understand the engine limits and the various thrust options for takeoff and continued flight. I'm thinking you need to start a clock at TO thrust application in any event - if you subsequently suffer a failure, any increase in thrust will be "money in the bank" for terrain clearance and MCT should normally be selected at 'aircraft clean' and inside the relevant time limit (unless you are conducting an approved procedure that permits you to accelerate at MCT with slats/flaps still deployed).
As an aside, the range of responses suggest that there are some Heads of Training and Checking who need to do their jobs better!!!
Stay Alive,