Autotrim, THS. "hand flying"
Many previous planes had "beeps" or other indications that the autopilot or the "autotrim" ( hate that word) was moving the HS. In fact, an infamous crash near Indianapolis caused by LOC and ice building on the HS has a "whoof" sound on the CVR indicating that "otto" was trimming. When the crew disconnected the AP, shazam! Other big time problems with that incident, for another thread.
The huge HS can easily override the relatively small movements of the actual elevators. Just think about the area and remember the real "law" about rho vee squared times Cl times surface area. Then there's ol' mach. So near the critical mach, the elevators at the rear of the HS can become ineffective, hence the "all moving" stab on all fighters and some commercial planes since 1950.
The problem we dinosaurs have with some FBW implementations ain't the fact that electrical signals go to the actuators versus cables, pushrods, or hydraulic lines. Pure hydraulic pressure controlled from the stick/yoke valves that have been around for 60 years. The problem is that the engineers and maybe some pilots added "features", "protections", etc. that get in the way of hand flying when various components so to lala land. No commercial plane I know of is certified if it's basic aerodynamics are not up to spec.
Because we dinosaurs are used to trimming the pressures off of the stick/wheel/yoke, we expect things to remain relatively calm after a bump in the air or completely letting go of the controls. And if we were using otto, we expected some indication that otto had trimmed the plane versus us. So any reversion from automated flight to manual flight should not require instantaneous analysis of what the hell is going on.
I repeat for the nth time........ You can build and implement a FBW airplane that flies exactly like those of yore. Replace the tubes, cables, etc. with electrical wires and no big deal. It's only when many "features" and "protections" are added that you have problems with the training and competence of the crew. I only flew one state-of-the-art high performance jet that had a decent artificial feel to the stick, and it was a bellows doofer connected to the stick thru a pneumatic line that made it harder to pull/push when the airspeed went up. So the idea of force feedback to the FBW stick would be nice, but not completely necessary. In fact, it would be veeeeery nice as long as we had an indication other than our seat-of-pants that it was inop.
The basic rules are still applicable when a lotta electronics and such go away - pitch and power for last known condition, then go as gently as possible from there.