I must say thank you for so many thoughtfully written replies.
When I originated this subject, it presumed that commonsense and good airmanship would prevail when it came to when to disconnect the automatics (FD, AT etc) in order to keep up with raw data skills. Clearly in bad weather, low cloud or other marginal weather, circumstances would dictate automatics as the way to go. But to say that raw data in IMC is just not on under any conditions (subject to the caveat above), indicates perhaps a certain apprehension that one's skills are a tiny bit rusty.
Which is more taxing? A one engine inoperative autopilot engaged, ILS or NPA approach, using manual throttle and manual rudder trim? (typical 737 set up) - or an all engines non-automatics raw data ILS in IMC (actual or in the simulator).
Each of us who have flown the 737 will have done many of the former quite happily - after all it happens all the time during type rating or recurrent training in the simulator. Given the choice, I would take the "normal" raw data approach every time because it is easier and less workload.
I fail to understand why so many pilots sometimes show ill disguised apprehension (fear?) of simple straight forward raw data flying especially when research has revealed that automatic complacency (read laziness) is a known hazard.
It should not be forgotten that cross-reference skills and situational awareness will not be significantly improved by staring fixedly at the cross hairs of a flight director while at the same time unconsciously relying on support calls by an alert crew member to remind you what is going on outside the magic FD picture.
Perhaps one of the most alarming statements I have ever seen was in the FCOM of a European B737 Classic operator. The policy section on use of automatics said "Manual flying should not be attempted unless absolutely necessary."
And that's even with the flight director turned on!