"Usage creep" being a marketing term for Low Cycle Fatigue?
I would assume this is in excess of a formula derived by TM as "normal" and the
percentage you have deviated from it.
i.e. The number of High Ng variations versus flight hours.
FADEC and EEC's are very effective at measuring this data and it is probably good for both camps i.e. end user and
manufacturer.
The wheels have a finite cycle life and may do more than one overhaul period if
the cycles allow it to be economic to put back in service.
You would not put a wheel with low cycles remaining back in unless it was your own
engine then the decision is yours.
What you need to decide is whether it is economic to strip the engine and replace a wheel
in the future before TBO. Keep in mind that during this strip the whole module needs to be serviceable on release and you
may have a few nasty surprises. Wear, damage, SB incorporation etc etc.
Power by the Hour programs can be effective but you need to review the "fine print" and it is not
for everyone.
Effectively you "lease" the engine for a fixed price plus a fixed price for your usage that may depend on how you use it.
If the engine has an issue which is not your fault it is replaced at the manufacturers expense (with a few caveats) and it can
be like continuous warranty.
Airlines for example don't "own" engines.
I have done this in the past with 1B engines and it was effective but the operation suited it and I could walk from the hangar
to the TM shop so.......................
In answer to your question - it depends.
What does TM say? That would be the first place to start. Let us know.