Tdracer, let me give an example.
If you have a 737-700 with 22k engines the EEC will give you 24k if you advance thust levers to the forward stop. The same engine is capable of producing 27k on a 737-800. That 27k was run up to 140% during testing.
Should you have a bad day, with the EEC failed
and having to do a GPWS pull up, there is a good chance the Max Rated 22k and Max Certified 24k will be exceeded. Was the engine overboosted (as in a fed with a critical high pressure in the compressor)? Or would it be more accurate to say the "thrust limit was exceeded"?
We are not talking about whether a pilot should deliberately exceed the limits or not (in the case of imminent terrain contact, he probably should though
).