Our policy is to use the automation to the fullest extent on OPCs etc until it stops working normally - ie we might have a partial automation failure, eg fail the collective trim actuator or whatever. If you know what you are doing, to identify what the machine is still flying, and what you now have to fly manually, is quite easy. If you don't know what you are doing it can all end in tears!
But to just say "the autopilot is working normally but you are not allowed to press the couple buttons" is an unfeasible state of affairs and quite pointless.
In the Bristow fleet of EC225s we now have in excess of 60,000 hrs and there has been one event where the crew were unable to fly a fully coupled ILS. That was down to a software bug in the AHRS which has since been fixed.
So how much training effort should be put into an event that will happen much less than once in a pilot's career? Far better from a safety point of view to concentrate on best use of automation for bad weather etc.
Look at some recent accidents where pilots crashed, when proper use of the automation would have prevented it. When was the last time someone crashed because they could not fly a manual ILS, on one engine etc?
Unfortunately not all operators nor authorities think like that - some are stuck in the last century!
HC