@chalet I disagree. Douglas chose to run all three hydraulic lines directly under the No. 2 engine. In hindsight that was a terrible design decision. If the lines were separated then the disk failure wouldn't have caused a total hydraulic systems failure. The crew would have to deal only with a loss of a single engine instead of a nearly unflyable aircraft. This lesson wasn't lost on the aircraft manufacturers. All new designs consider line proximity to each other when the routing is laid out.
Whoops! What I wrote was poorly worded. I should have said:
A FBW system uses electric motors and servos to move the control surfaces. The flight controls (i.e. control yoke/rudder pedals/throttles et. al.) are connected to sensors that detect the pilots input and sends that information to the flight control computer. The computer then sends a signal to the appropriate control surface servo/motor to move that surface.
FBW is an electrical flight control system as opposed to a mechanical system. A mechanical system uses a series of levers, pushrods and/or cables to directly connect the control column to the flight controls. Typically, a mechanical system is augmented by hydraulic actuators. Smaller aircraft (most single and twin 4-6 place A/C) rely only on the pilot's inputs without additional help.
A FBW system uses electric motors and servos to move the flight controls. The flight controls are connected to sensors that detect movement then send that information to the computer. The computer sends a signal to the appropriate control surface servo/motor to move that surface.
It's true that both are FBW aircraft. However, I think the issue at hand which toolguy105 is referring to is the differing philosophies for the flight control systems. In simpliest terms, a Boeing A/C will do anything you ask of it and provide warnings when what you ask of the A/C is beyond certain limits (e.g. airspeed, bank angle, pitch, etc.)
Airbus has flight control logic that essentially makes the flight control computer the pilot and the human pilot is making requests of the computer to fly the airplane. If the computer deems a request to be outside of its parameters, it won't do the maneuver.
There is great debate on which is better, and it's not my intent to have that debate here. I realize that the way I've explained it is greatly simplified, but it's generally accurate. Please don't bombard me with Direct Law/Alternate Law posts.
As a pilot myself, I prefer the Boeing's "let me do what I want with warnings" approach.