Hi flyhardmo & RAT 5,
We all know the theory behind it but practically nothing is stopping you from increasing thrust once above VMCA or V2.
Indeed there have been a/c whose rudder had too little authority, and with an EFATO it was necessary to reduce thrust on the live donk.
Do you really understand the theory?
May I suggest you read:
ASN Aircraft accident Boeing 707-436 G-APFK Glasgow-Prestwick Airport (PIK)
"At the light aircraft weights used for training, standardised takeoff airspeeds were used as follows: V1 - 125 knots, VR - 135 knots and V2 - 145 knots. Based on the prevailing conditions and actual aircraft takeoff weight of 94,580 kg, the true takeoff airspeeds were: V1 - 125 knots, VR - 125 knots and V2 - 142 knots; the VMCG and the VMCA were 125 knots and 119 knots respectively."
But they still crashed.
Please see the AAIB report:
https://assets.digital.cabinet-offic...978_G-APFK.pdf
Para 2.4 which calculates the VMCA had risen to 160 kts with wings level.
You don't normally get that sort of in depth analysis if you crash the simulator.