Running off the end of a wet runway in windy conditions is probably never going to go away completely, regardless of FBW or whatever, because it is so easy (and tempting) for the pilot to fall into the trap of high and fast, and subsequently long. You add airspeed for the winds, the gust factor, then maybe 5 knots for mama and the kids…now you start to drift above glide path…then worst of all you try to hold it off for a squeaker landing…The situation is then exacerbated by ego (I can salvage this), which is reasonably likely given that the pilot didn’t have the experience or judgement to have avoided the situation in the first place. The best solution once recognizing that one is high and fast with a wet runway is to go around, obviously, but that requires considerable maturity. Very difficult thorn for Airlines, instructors, FAA and powers that be to solve.
Re. Fly by wire, a continuing sore point having two reasonable but opposing views is just how much authority do you give the computers. One camp argues that a computer can save a pilot from himself (no hers in this forum, right?), “protecting” him from exceeding some limit value by mistake. This accounts for the spectrum of pilots, acknowledging some are not as good as others and can use the help. The other camp says pilots should have final authority over the aircraft, because they know in certain situations they may have to exceed a limit. They want command, not a vote. Case in point, LTC. Jake Jacobson, F-16 high time squadron commander, gunnery range at Nellis AFB, Nevada. He rolls in for a bomb pass, gets in a little too close and low, and needs less than one more ‘g’ to pull out (lots more detail but not germane). He hit the ground with only a few degrees of down vector. The computer limits the aircraft g to prevent overstress. McDonnell Douglas (I worked there in flight test and cockpit development for a few years while furloughed) uses IMHO a more elegant approach. The F-15 also has a g-limit warning, and a (approx) 10 lb. Stick-pull dead zone at the limit, but if the pilot pulls harder (the natural no-thought reaction to imminent death), he over-rides the limiter and can then pull the wings (in the Eagle it’s the tailplane) off. My kind of jet.
The FBW systems which prevent stall or overspeed, for instance, as found in Airbuses, respond to inputs of airspeed and angle of attack from the air data computers/adirus or whatever and have the authority to command the airplane over pilot inputs. I don’t know what, if anything, a pilot can do to override this, nor how much time and thought it requires if an override is possible, but I can imagine if it’s night, I’m in the clouds, there’s severe turbulence, the instruments begin to fail, the airplane starts to pitch up (airspeed erroneously increasing due to frozen pitot static system) or down (the opposite), I’m not sure whether it really is pitching up or down, …Oh s&*t oh dear.
BTW, UAL only allows it’s pilots to fly one type (757/767 considered one type) and only one seat except for instructors/check airmen. American allows the two with conditions, I believe.
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