AP disconnect and autotrim
You are correct, TK.
And seems to me that the 'bus AP disconnect is very benign.
The problem we dinosaurs have is we still see things like "overspeed/mach" inputs and such versus simply letting the crew fly a fairly good aero design with appropriate warnings that they are going too fast, or getting too slow, or exceeding some AoA values, and so forth.
CONF has brought up a good point. My discourse on the FBW design concepts was to illustrate that we don't need an awful lot of sensors to fly a plane with a good, basic aero design. After all, we're not talking the F-22 or Eurofighter or Viper. Basic aero laws will provide static and lateral stability. But if we fool with "Mother Nature" by flying with an aft c.g., we can get into trouble. For the AF447 incident, looks like c.g. was not as far aft as would be normal for that phase of flight, so I rule out a serious static stability problem due to the c.g. One of the only reasons we didn't have a "direct" law in the Viper was the thing was intentionally designed and flown with negative static stability until above 0.9 mach or so. During the flyoff with the YF-17, the performance difference was dramatic. You can still see the difference when the Blues perform, or a Super Bug does a demo flight. That critter is very comfortable at extreme AoA because it is a conventional design. End of war story.