Tactile input, plus if the airplane is doing exactly what you want you can override it with just a little pressure.
Never had an aircraft throw in some extra power on you when you did not want it or vice versa?

In a year of flying the 737 and almost four in the bus, The Boeing did just that way more often than the Bus. In my experience, the bus has the power where it needs to be petty much all the time. The damn 737 needed my (admittedly slight) input.

Nope. The AB power management is pretty spot on.

That’s funny. Which is why the AB has no stabilized power requirement?
400’ - idle. 100’ - idle . Start of flare - power advances to more than approach power... All dealing with the typical updrafts on a Florida day.

Or the up, back, up, back, power changes on the entire approach.

Automation is great but it has its limitations.

What are you talking about? Are you on the AB?

I’m talking about the AB ‘auto thrust’ real world operations.

Does the AB have any stable power requirements below 1000’?

Yes, the wording is "At stabilized thrust (spoiled)"

But, as you said, in the real world ground speed mini sometimes has thrust constantly reducing.

To guys who never turn the autothrust off, try it with a flaps 3 landing. You'll see how little thrust is carried. The book says consider full for tailwind landings, I think it should say approaches or landings.

Errrrr...."spooled"

Same verbiage as the Boeing fleets. Right from the Advisory Circular. But on the Boeing you can prevent the throttles from making large thrust reductions. On the AB the schoolhouse answer was to just let the auto thrust do it's thing. Riding the jumpseat I've seen it go to idle, after previouslymaking large thrust reductions, because it got tired of being 8 kts fast due to summer thermals into MIA.

How often do you mess with the auto throttles on the 777?

Seriously, I’ve never had any issue with the AB FADEC on either engine. Spool up time is plenty quick, even from “idle”.