Gear Down and Locked:
Aside from the phugoid cycles, why did Boeing design the 737-200 to use hydraulic pressure on all primary controls, regardless of whether manual reversion is safe? The Douglas DC-9 has none, except for a little rudder boost from the right h. system, and accum. pressure available for the elevator control tabs to help recover from a (t-tail) deep stall. Without the right h. system (slats and flaps should extend at a slower rate etc), 135 knots or Vref + 5, until landing assured. No big deal.
Maybe Boeing planned to stretch the fuselage?
MD never had it on the MD-83 primary controls, any more than on the DC-9, from what friends tell me.