I may have to actuate the instructor simulator button that gives a varying EGT (I will check if there is one in our simulator) and perhaps do that during a go-around to see if an indicated overtemp occurs and if the crew see it happening and fix it quickly. Otherwise it is all to easy for crews to become complacent and not closely monitor peak EGT in the simulator because normally overtemp doesn't occur in the simulator at the max thrust position.
Thanks for the other replies which have been most useful.
TM
I would be most interested in what response you would expect from the crew in a go-around.
This has been debated before at much higher levels of rulemaking and the consensus was that the crew must fly the aircraft first and foremost and the engine(s) are expected to still get you back on the ground even in a damaged state.
In my book this is not a problem that needs fixing.
Do however pay attention to engine surging (booms, bangs pops) Those are time limiting during a go-around