Hi Owain Glyndwr,
since changes in control hinge moments due to aerodynamic changes don't get reflected back into stick position and thence control movements.
That's odd because, from B707s ({#1} no hydraulic power controls) to 747s, the control yoke has always caused the same deflection in the flight control surface position despite any aerodynamic changes. The effort to move the yoke may have changed due to the artificial "feel" (Q pot on the 707; - Air Data Computer adjustment to spring stiffness on others), but we always knew how much the control surface was displaced by simply looking at the yoke (similar to the power steering on your car).
Stick free has simply been the same since Cherokee days. Let go and see what happens after the aircraft has been displaced from trimmed speed.
I agree it is completely different on Airbus FBW. The side stick gives no clue as to what the control surface is doing, and the only time "stick free" makes sense is in Direct Law.
{#1} We had "rudder boost" (hydraulic assistance to rudder for take off and landing only) to reduce VMCA / VMCG