Sure that can work if VNAV is engaged. But if not I believe it will then at that point revert to level change and that’s not what anyone wants. Also on a single engine go around, it will revert to level change if you try it at acceleration altitude, possibly resulting in a descent.

At 400 feet you should be stable at or near V2. LVL CHG is the exact mode you want to be in.

until at least in our manual you say set clean maneuvering speed, next thing you know you are accelerating in level change when you should have been in TOGA.

I’ve been in and out of 737’s at 3 different airlines for over 20 years and I can’t think of one that had a procedure that would bring you out of TOGA that close to the ground. LVL CHG lowers the nose and accelerates to the selected speed for flap retraction and climb. It is the last mode that you want at 400’.

As opposed to remaining in manual flight and having to manage the aircraft, make all the callouts, commanding the PNF to make the Pan/Mayday call, recall engine out procedure, calling for the checklist? What in the hell are you trying to do, kill everyone? I guess you are special and like to do all of this crap and not turn the autopilot on but general consensus and common sense would demand the autopilot be turned on ASAP so you can manage this very stressful and busy event. As far as VNAV or level change is concerned, who the heck cares. It is very easy to figure that out when the AUTOPILOT IS ON. If the MCP altitude is set to the missed approach altitude, which is where it should be set after passing the final fix/ G/S capture, why would the aircraft descend? I guess anything can happen in an airplane but even that would be easier to catch IF THE AUTOPILOT WAS ON! I am all for keeping your flying skills sharp, after all it is a perishable skill, but your logic here is flawed.

Ok, all I’m saying is if you end up in level change on your next MV.. at least where I work, have fun on your retrain. 99% of the time turning on Autopilot on a V1 cut at 400 works because your in VNAV. But especially on a single engine go around, go ahead and try it. Maybe my logic is flawed, but it’s correct. Boeing has a specific warning in our manuals warning against it.

If you set V2 in the speed window prior to takeoff, selecting AP on at 400 feet would maintain V2 speed and reverts to a type of LVL CHG mode. It does not sequence the bug to flap retraction speed. Once at acceleration height and upon reached the new bugged speed, you would select LVL CHG to continue your next segment climb.

You should not be in VNAV on v1 cut. You should be in TOGA. Lvl chg is selected at acceleration height.

actually 400 feet, but true, I should have said with VNAV armed

Must be an airline differences thing. At my airline, VNAV is selected at acceleration height