I know I'm going to get flamed for this, so I already put my suit on. But, SPIFR>CREWIFR in terms of workload management. I have no problem keeping up with the captains who hand fly out of ATL, the worlds busiest airport, twisting knobs, raising gear and flaps, flowing a checklist, etc. The guy next to me, as so eloquently pointed out earlier, has much more experience than me, and thus far, hasn't had a problem keeping up either. We know what's going to happen, so we anticipate the call and react accordingly. When I have to, the AP is on. When either of us get's overloaded, it gets turned on. When SOP's require it, it's on. When I feel like doing some flying, I do some flying, if SOP's allow, and EVERYONE is comfortable with it. "Positive Rate" "Gear up, speed mode, nave mode....flaps 1.......flaps up, after take off checklist" "Airline1234, switch to departure." "Airline1234 switching to departure...... After take off checklist complete.....Departure, Airline1234, 3000 climbing 10,000." "Airline1234, radar contact, delete speed restriction at HYZMN, maintain 14,000" "Delete speed at HYZMN, climb 14000, Airline1234." Now all there is to do is sit back and monitor things. If the speed restriction hasn't been removed, all I have to do is reduce power, start a gradual push over 1000ft before level off, and trim. Nothing for the guy next to me to do, except listen and watch. This stuff really isn't that hard on a good day. On a bad day in crappy weather, sure, I'll use the AP. When it gets busy, turn the AP on. And I get that ATL is a very busy airport. I'm domiciled there. But heading into the north east on a decent weather day keeps crews and controllers much busier than flying the posts into ATL on a bad weather day. They have done a great job of designing things in and out of there to keep the flow going very very well. I just fail to see the harm in hand flying a departure if everything is going smoothly. If it's not, "AP on please" and deal with jagged edges.