It's very old ground now, but to re-introduce the counterpoint, there is no evidence whatsoever that interconnected CCs are more likely to aid stall recovery and independent SSs.
In fact there are more fatal stall accidents in aircraft with CCs than with SSs.
A CC that is full-back-in-the-PM's-stomach is not a factor in recovery. I can't think of any such accidents where one crew member took action and pushed the stick away from his/her stomach and fully-forward to get the nose down in order to unload then unstall the wing.
In the few accidents I am aware of, the CC remained near/at full aft position until impact.
The problem is not "CC vs. SS" and therefore the solution is not the interconnection of the latter. The data just isn't there, whereas both a working stall warning throughout the entire flight regime and a THS that stops moving with the first stall warning do have data and therefore cause for further examination as does the installation of an AoA indicator.