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For example, the computer in flight envelope protection mode can try to prevent the aircraft from being handled dangerously by preventing pilots from exceeding preset limits on the aircraft's flight-control envelope, such as those that prevent stalls and spins, and which limit airspeeds and g forces on the airplane. The advent of FADEC (Full Authority Digital Engine Control) engines permits operation of the flight control systems and autothrottles for the engines to be fully integrated. This is important, as multi-FX processors (as indicated by their names) are packed full of hundreds of different effects, including overdrives, modulations, delays and more. This is because the digital computers that are running software are often the only control path between the pilot and aircraft's flight control surfaces. If one computer begins to give aberrant results for any reason, potentially including software or hardware failures or flawed input data, then the combined system is designed to exclude the results from that computer in deciding the appropriate actions for the flight controls. Then connect your computer to range extender via an Ethernet cable. They then solve differential equations related to the aircraft's equations of motion to determine the appropriate command signals for the flight controls to execute the intentions of the pilot.

This is the simplest and earliest configuration of an analog fly-by-wire flight control system. A digital fly-by-wire flight control system can be extended from its analog counterpart. FADEC reduces rudder drag needed to compensate for sideways flight from unbalanced engine thrust. As a result, in such conditions, the flight control systems commands the engines to increase thrust without pilot intervention. The control mechanisms in the cockpit now operate signal transducers, which in turn generate the appropriate electronic commands. Aircraft and spacecraft autopilots are now part of the electronic controller. The hydraulic circuits are similar except that mechanical servo valves are replaced with electrically controlled servo valves, operated by the electronic controller. The electronic controller controls electrical feel devices that provide the appropriate "feel" forces on the manual controls. The data generated by the software and interpreted by the controller remain the same. These have three or four flight-control computers operating in parallel and three or four separate data buses connecting them with each control surface. However, in the event of multiple failures of redundant computers, the A320 does have a mechanical back-up system for its pitch trim and its rudder, the Airbus A340 has a purely electrical (not electronic) back-up rudder control system and beginning with the A380, all flight-control systems have back-up systems that are purely electrical through the use of a "three-axis Backup Control Module" (BCM).

For airliners, flight-control redundancy improves their safety, but fly-by-wire control systems, which are physically lighter and have lower maintenance demands than conventional controls also improve economy, both in terms of cost of ownership and for in-flight economy. Software can also be included that stabilize the flight-control inputs to avoid pilot-induced oscillations. One key advantage is that interconnection between different vehicle systems can allow a wide range of safety, economy and convenience features to be implemented using software alone - functionality which would add cost and complexity if such features were hard wired using traditional automotive electrics. 4 cable method works for those that favour using individual stompboxes, but it also applies to players that prefer multi-FX units. The first commercially marketed wireless DMX512 system was based on frequency-hopping spread spectrum (FHSS) technology using commercial wireless modems. Airbus and Boeing differ in their approaches to implementing fly-by-wire systems in commercial aircraft. As of June 2024, over 11,000 A320 family aircraft, variants included, are operational around the world, making it one of the best-selling commercial jets.

These are all considerations which the designer has to take into account to suit the final application of the equipment. The Space Shuttle had, in addition to its redundant set of four digital computers running its primary flight-control software, a fifth back-up computer running a separately developed, reduced-function, software flight-control system - one that could be commanded to take over in the event that a fault ever affected all of the computers in the other four. This back-up system served to reduce the risk of total flight-control-system failure ever happening because of a general-purpose flight software fault that had escaped notice in the other four computers. In certain designs with limited relaxed stability in the pitch axis, for example the Boeing 777, the flight control system may allow the aircraft to fly at a more aerodynamically efficient angle of attack than a conventionally stable design. Nevertheless, the top concern for computerized, digital, fly-by-wire systems is reliability, even more so than for analog electronic control systems. These are next processed by an electronic controller-either an analog one, or (more modernly) a digital one. In most cases, the cables are just changed from electrical to optical fiber cables.

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