B737 Single engine & use of Autopilot.

[RAT 5]

Guys. Been having a discussion with learned friends and would like to broaden the spectrum of opinions.
The topic was use of autopilot after an engine failure on take off and after a SE G/A.
Here are a few questions to construct a poll. This is not about opinions, yet, as this is just the start of the topic and I'd like to glean some data first.

Regarding SOP's: No Dual Channel Approaches.

1. Engine failure on takeoff BEFORE autopilot engagement:
a) who is encouraged to engage A/P for flap retraction acceleration?
b) who is forbidden to engage A/P before retraction is completed?
c) who has discretion?

What are people - especially b)'s- told to do if engine fails on takeoff just after A/P engaged and before flaps are retracted?

2. SE G/A:
a) who is encouraged to engage A/P for flap retraction?
b) who is forbidden to engage A/P before flap retraction is completed?
c) who has discretion?

Extra:
3. 2 Engine normal manual G/A, or after A/P disconnect.
a) who is encouraged to engage A/P for flap retraction?
b) who is forbidden to engage A/P before flap retraction is completed?
c) who has discretion?

The 'note' question applies for G/A's scenario also.

I know there are operators who specify, SOP, one of the 3 options; I'm curious at the ratios.
I've flown a) & b) SE in the sim for my own experimentation. a) works great. Engage A/P with the a/c nicely in trim, then accelerate and control a/c via HDG SEL/LNAV and fly the rudder. Very relaxed, both for PM & PF. In other words the a/c is designed, technically, to allow this. b) is OK but requires more skill, concentration & workload for the crew. If you operate under SOP b) I know there are young captains who think it is not allowed, technically, when it might save the day, one day.

FCTM: 'Autopilot Engagement-One Engine INOP'. "when at a safe height, >400' agl, the autopliot may be engaged........"

The reason for asking Extra 3 is if you operate under b), but use the A/P during a normal takeoff, why make a G/A different from a normal takeoff? Is that not making it complicated and increasing workload for the crew. 2 engine G/A a) works just like a normal takeoff; great.

There are a couple of threads about automation dependancy and lack of manual skills. Comments are that manual skills should be kept sharp and knowledge and operation of automatics should also be kept sharp. With that in mind I believe that training should emphasise both aspects of any scenario. i.e. you should be given the knowledge and training to choose which is best for the scenario you find yourself in. Recurrency training should maintain a standards check of both. Thus I'd vote for c).

I'm curious about the different SOP cultures out there. Replies can be titled 1:a,b,c. 2:a,b,c. 3: a,b,c. with simple yes/no. It would be great to hear opinions later on after we all have a better overview of what's really happening.