I wasn't on the triple 7's much, unless I went to Orlando. And that was always on a REALLY EARLY AM departure, then an early evening/after 6 PM same-day return. Perhaps one or two transatlantics in biz class on 777s. My then-corporate travel policies usually precluded transcontinental non-stops (I saw SLC a LOT on the way to SFO). Net: not too many hours in type.
Actually I grew to not prefer the 777 due to intrusive and unpleasant turbine noise on climb-out.
Final comment(s) --
(a) it's OK that the FMC plants my 737-800 on LGA runway 4 ... I still want you guys up there in case the wrong breaker trips over the threshold ;-)
(b) sadly, nowadays when I do fly I don't get to chat with the crew, even after the cabin door is open at the gate. I would like to get a briefing on the new FMC. Certainly more advanced than what's in front of me in the Champ.
Actually I grew to not prefer the 777 due to intrusive and unpleasant turbine noise on climb-out. See, that is where we differ. To me, the sound coming from a GE-90 is beautiful, all that kinetic energy barely in check behind the cover, the hum of the blades, I just love it.
All newer aircraft have their FMC variations, but essentially they can take you from N1 to touchdown with very help from me. Sometimes, all I got to do was rotate with the yoke, and then it was switches and dials the rest of the way.
I pinged Rokke because he is new to the modern FMC on his big MD-11, and he is in a better position to describe them.