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Also on the Classic selecting LVL CHG automatically puts you in the N1 mode
Do you have a reference. My reading of FCOM2 says that LVL CHG does not automatically select N1 mode. VNAV does though. Do you have reference.
Yes I do. Chapter 4 Section 20 with the exception that there is a 2 1/2 minute inhibit during initial takeoff.
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Also on the Classic selecting LVL CHG...and is the recommended mode during engine out acceleration and climb up to software U10.7 even on the NG (U10.8 and later it is LVL CHG or VNAV).
My FCTM says that LVL CHG is not not used for single engine acceleration, which makes sense to me. The normal non-normal procedure we use is to bug up at acceleration height (i.e. TOGA FMA pitch mode) and then set A/T off, LVL CHG and MCT when flaps up and clean speed.
I was speaking of what happens at flaps up. See Flaps Up - One Engine Inoperative in Chapter 3 of the FCTM. We are referring to "after departure" which I believe is what the initial question in this thread was. Also the Boeing FCTM only says "Ensure autothrottle is disconnected prior to reaching level off altitude so what you describe is a Company procedure.
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U10.8 and later it is LVL CHG or VNAV
In my FCTM the diff for U10.8 and later is to do with VNAV. LVL CHG has nothing to do with the FMC.
LVL CHG or VNAV are MCP Selections I never said they were FMC choices. However if you select VNAV one of the differences in U10.7 & U10.8 is in "Engine Out Logic" so you will have different results from selecting VNAV at that point U10.3 only changed the label of the ENG OUT CLB page.
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By using LVL CHG as a standard you are using a procedure that stays the same during both 2 engine and engine out climbs.
Harminisation? Oh you mean as in single engine go around harminisation
There are many different reasons companies adopt certain SOPs grasshopper.