DC-ATE
Toronto: nothing to do with the fact that it was cable operated.
Lake Pontchartrain: same thing.
Moscow: Don't have a report.
Are you a bit dishonest ? because if that's the case, there is no point at all in this discussion.
You advocate purely mechanical links between the pilot and the flight controls (plus or minus a hydraulic servo) and claim it was safer ("if it ain't broke, don't change it").
The three instances happened with unprotected flight controls, i.e. not FBW.
As for the MD-80, the flight controls of which are basicaly trim tabs, the crew couldn't manage a clean best glide angle, and speed, which could have helped a lot their relight attempts, and I'm not even talking about the characteristics of that airflow over the wing and it's influence on the engines'intakes....and they went down to crash on a series of consecutive stalls... It wouldn't have happened on an FBW airplane.
On th same subject, just imagine another unprotected airliner during the descent and ditching of USAir 1549...just 5 knots over stall speed but still under absolute control on all axises... If anything, that instance would make me a believer of the advantages of an FBW airplane.