Hence my "at the time" bracket. Since then, newer Boeing planes have actually removed the physical connection between the sticks! Absolutely bonkers decision given the background. (I put "at least" at the end of my bracket because I wasn't 100% sure I rememebered correctly.) But maybe there is a good reason - e.g. like a sibling comment suggested, if one gets stuck.
As the sibling comment points out the 777 has mechanically linked yokes. The 787 does too. With the Air France go around, the pilots were pulling hard enough that the mechanical connection between the yokes was broken. Both pilots continued to provide contradictory inputs.
On an Airbus this would trigger a "dual input" annunciator, and there's a "priority takeover" button that would lock out one set of controls.
On the Boeing once the torque tube splits each yoke controls one side of the aircraft.
The synchronization and feedback intuitively seem like a good idea, but the reality is that at the point where you need to notice that the other pilot is doing something wrong you're already up shit creek and you're no more likely to notice an increase in force required to move the yoke than you are an annunciator. Linked controls aren't a substitute for CRM.
AFAIK the 777 still has mechanically linked yokes. It has a breakout mechanism in case one of the controls gets jammed (allows freeing the other one), but it's not been removed.
Hence my "at the time" bracket. Since then, newer Boeing planes have actually removed the physical connection between the sticks! Absolutely bonkers decision given the background. (I put "at least" at the end of my bracket because I wasn't 100% sure I rememebered correctly.) But maybe there is a good reason - e.g. like a sibling comment suggested, if one gets stuck.