There is another variation on the theme of which lever does what. With a substantial amount of thrust vectoring available, as in the VAAC Harrier, it is possible to introduce computer control that enables odd, but logical, responses. For instance, the right hand lever can control vertical movement, while the left controls fore-and-aft acceleration; both would have a central position for zero demand. Thus, to take off, pull the right hand back. If sufficient power-to-weight margin is available, thrust will be vectored to vertically down, and the engine will go to full power. When the required altitude is reached, put the right hand lever to the central position. To accelerate to wingborne flight, move the left hand lever forwards. When the required speed is reached, move the left lever to the centre. To slow down, pull it back to get the necessary combination of engine power, thrust vector and airbrake.
The above manoeuvres keep the aircraft in a constant attitude, so you would probably use a speed filter to get to a regime where the right hand controls attitude, enabling you to point weapons if necessary, and to make conventional turns using Gz at high speed.
Chopper pukes might argue that they have a logical control system, with a go-up/go-down lever that goes up or down, but they never need to concern themselves about transition to high speed flight.
