Oh yes,

I MISS MY TABLE!!:(

That's really only true for the 737 series (and the Boeing models that preceded the 737).
Starting with the 747, you've pretty much needed hydraulics to have a happy outcome.

Really? I thought all the models pre-737 had manual reversion as well. It's a luxury I'm loth to give up, having only been rated on aircraft that have cables as the ultimate backup.

That's what he said actually.


B707 was always in 'manual reversion' as it used control tabs for most control surfaces except rudder.


B727 controls were fully powered but had complete manual reversion available and rudder control through a standby system.

Apologies. Can't read...

They had. But the B737 is seen as the last in production modern airliner capable of full manual reversion.

I may do it, without noticing that I am doing it, but I find compared to the 737, I hardly trim the 777 at all.

Once again, not rated, but is my understanding that the 777 trims on her own, you just select the trim reference speed and then based on your attitude and thrust she trims to chase that trimmed speed. She also trims on her own with configuration changes (gear down, flaps). Is that correct?

It's been a couple years since I've been in the books but here goes - moving the trim switch basically takes a snapshot of the current speed. I think the actual limit it will adjust is 10 kts per click. So if you're 20 kts off of trimmed speed - click, click, and you're in trim. Because of that you trim a lot less.

And it auto trims for configuration changes. Very user friendly.

777 Speed Trim
 

The 777 system requires pitch trim input to adjust the control system's target speed during manual (i.e., autopilot disengaged) flight when changing speed. With the pitch trim input activated (wheel mounted thumb switch or aislestand alternate pitch trim levers) the target speed is ramped up or down at a rate of 10 knots per second.

The 777 system automatically adjusts the elevator and stabilizer to balance pitch trim disturbances associated with configuration changes such as flaps, speedbrakes, or gear extension/retraction and changes in thrust. There is no need for the pilot to make trim inputs unless changing the desired steady operating speed. As a result, the pitch trim workload on the 777 is much less than on an unaugmented airplane.

Note that with automatic balancing of thrust pitching moments, it is common to fly the 777 with manual path control while the autothrottle is engaged. That combination is not recommended on most unaugmented airplanes as the pilot would find it necessary to adjust pitch trim every time that the autothrottle changed the thrust level.