Actually the torque converter makes the automatic more forgiving. Instead of just allowing the engine speed to be in a more favourable range (like slipping the clutch would), it also multiplies the torque from the engine. Depending on the stall speed, the usual amount is around 2.4 to 1. As the rest of the drivetrain catches up to the engine, that number diminishes until it is almost 1:1, the rpm that it happens at again depending on the stall speed.

My '69 with a switch-pitch TH400 and a 2.56 rear gear was traction limited when in high stall (3000 rpm). If you do the numbers, you get 2.48 x 2.52 = 6.25; then x 2.4 = 15! No problem blazing the tires! Sort of like dumping the clutch but easier on the rest of the drivetrain and the effect takes several seconds to drop to 1:1. By about 30 mph my set-up was basically at 1:1 and allowing the engine rpm to climb normally. It acts like another gear below first which is why autos work well at the strip.

This thread ties into the torque converter thread as they both deal with selecting the right parts to match driving demands and expectations. Either way can require a few experiments before arriving at the ideal combo to suit the owner.