Airbus is to fly-by-wire as Boeing is to...?
Boeing uses a more direct approach to control (but both systems have warnings). In short it boils down to who has final authority of control surface actuation. Fly by wire does not just mean that control surfaces are controlled electronically (even the Cessna 172 has electric flaps) but that a computer in some way takes the pilot (or pilots) inputs and generates a control surface output. In the airbus case the computer has the final say, so if the pilot commands the plane to do something it should not, the computer will not move the control surfaces and allow it to enter such an attitude or speed. Boeing takes the reverse view and gives the pilot final authority so what ever control inputs are made translate to control surface movements. 

With that in mind Boeing does have things like a yoke shaker in the event of approaching a stall and a yaw damper etc. Airbus will allow full control surface actuation with Direct Law however the plane is not normally in this mode. Boeings Standard protections and augmentations is similar but will allow the pilot to enter the conditions 


  "...to inform the pilot that the command being given would put the
  aircraft outside of its normal operating envelope, but the ability to
  do so is not precluded."
  (source)


On the contrary vertical stick motion in an airbus in flight actually controls load factor and not necessarily pitch directly. So its always some form of proportion to the aircrafts speed. 

If memory serves Boeing control surfaces are set up such that movement of one yoke will move the other yoke in tandem, likewise they can not be simultaneously moved in opposite directions while airbus controls can be moved in opposite direction and the computer will summate the inputs (although an override button is present on each stick to disconnect the others should something be improperly acting on it).