On the Boeing’s, you stop a runaway trim by flipping the Stab Trim cutout switches. This kills hydraulic power to the stab motors. Then you trim with the alternate trim, which is an electric trim.
When I get to work, I’ll see what Airbus and Douglas did, but I can’t imagine it’s much different.
On the MD-11 both the suitcase handles and the trim switches on the control wheel go to the same primary trim control valves. The suitcase handles are just a mechanical backup in case of an electric or electronic failure. I've never tried to override the solenoids with the suitcase handles, but from looking at the schematic it appears the mechanical controls should be able to override the electronic controls. So in case of a runaway due to a fault in the electronic controls all you can do is move the suitcase handles the other way or split them to stop the uncommanded trim and then open the circuit breaker hoping the manual trim switches caused the runaway and not the automatic trim, as the automatic trim signals come directly from the Flight Control Computers without a circuit breaker or cutout switch in between.
There's no backup in case of a hydraulic failure, so a scenario where you're left with no flight controls but stabilizer trim cannot exist (at least I can't think of one).
This system looks pretty unsafe from just looking at the schematics, with no backup in case of a hydraulic failure and no way to inhibit automatic trim... clearly designed in another time. But still, I've not heard of a DC-10 or MD-11 accident due to stabilizer runaway. Anyone?
I would be interested in a pilots perspective and what the actual procedures are in case of a stabilizer runaway on the MD-11 or DC-10. At the moment all I can do is look at the schematics and system descriptions.