fly-by-wire

There are interesting arguments on both sides of the Airbus fly-by-wire system, but it's ultimately a separate question.

Technically I believe the autopilot is a higher level in the system, and the anti-stall stuff (among others) is part of the lower-level fly-by-wire system.

Just remember not to bridge the UI directly to the same CAN bus as the fly-by-wire throttle.

Newer planes are fully fly-by-wire, so you could build software to attempt to address the issue.

Small correction: fly-by-wire doesn't refer to autopilots, but to having control surfaces be hydraulically driven and controlled by electrical signals.

But fly-by-wire does not preclude the sticks being mechanically or electronically (force-feedback anyone?) linked together.

More recent innovations in flybarless electronics have enabled fly-by-wire control to substantially speed up responsiveness while still permitting stable flight when desired.

Launched into production during 1984, the Airbus Industries Airbus A320 became the first airliner to fly with an all-digital fly-by-wire control system.

The decision to standardize controls and use fly-by-wire was made for practical reasons.

The F-35 is fully fly-by-wire, and it tries to make sure the aircraft can't be overstressed or stall, but these limits can be too conservative.

I realise that a modern day plane basically flies itself once it reaches cruise altitude what is referred to as fly-by-wire.

Now, there's no reason you can't have a full fly-by-wire system with all the conveniences and safety advantages that implies along with such a system.

Fly-by-wire is just that the controls are dealt with in software rather than physical connections to the controls.