My company encourages manual flying, conditions permitting. It even says so in the OPS manual. Its widely accepted and I never had a cockpit companion being unhappy about me handflying.
The company I worked for until very recently enforces quite the opposite rule - they insist on the use of the highest level of automation available at all times.
(Athough, despite the fact that this wording might lead one to think that includes autolands if an autoland is available, they have not taken the rule quite to that extreme. Most pilots in the company 'go manual' at or immediately before the minima.)
On the odd occasion when circumstances or unserviceabilities of airborne or ground equipment call for a the use of secondary approach aids or (gasp!) even hand flying, pilots of my generation who once used such skills on an everyday basis can usually dredge up something from somewhere to cope with the situation, (but, I'll be the first to admit, nowhere near as smoothly as we once could).
I fear this won't always be the case for younger pilots, the majority of whom, after completing their initial flying training, will never have had exposure to using a VOR or
(gasp! again), an ADF, let along flying a full visual circuit with a high crosswind.
I have a friend who is quite senior with a regulating authority. He recently told me of an incident where an examiner switched off the GPS in a light business jet during a check ride. Everything else on board remained serviceable - twin VORs, ILS, DME etc... However, the crew completely lost situational awareness and were unable to complete an approach because they quickly became completly lost, even though all the information they needed,
(indeed, all the information any pilot would have had on any flight fifteen years ago), was available to them.
An extra sim. ride is a move in the right direction, but nowhere near sufficient to maintain skills which one day any one of us may be called upon to use in circumstances similar - or even more dire - than Capt Sullenberger and his FO found themselves so unexpectedly in a few short months ago in New York.
I'll stick my neck out now and at the risk of offending some, perhaps many, say that I believe that, thanks in large part to these 'maximum use of automation' rules, there are quite a few people out there wearing four gold or silver bars on their forearms who wouldn't know where to start should they find themselves in a position where they had to fly the aircraft in the most basic modes, particularly if that involved finding an unfamiliar airport and conducting a full procedural non precision approach in IMC to or near the minima.
In my experience, back in the days when we were allowed to hand fly on occasion, those who did so frequently didn't need to, (I wonder why?), while those who never did really should have done so.