The sidestick itself is easy to come to terms with. The motion is quite natural, and I far prefer it to a control yoke. Mind you, I also prefer actual joysticks to a yoke too. The lack of feedback can be an issue, not so much for the pilot flying, but for the other pilot to keep track of what inputs are happening.
What you do have to come to terms with though, are the control laws. In normal law, you use the sidestick to put the aircraft into an attitude that you want, and then it will keep itself there, with no further input. In a non FBW aircraft, even when properly in trim, small inputs are pretty much constantly needed. So, the tendency in coming from the 747 is to over-control. Basically less is best.
If the controls degrade, and you end up in direct law, they revert to behaving more or less like non FBW aircraft, so they change from being a rate control (normal) to simply controlling the position of various control surfaces (direct).
Landing is interesting in that normal law is not appropriate for flaring an aircraft, so there is a 'landing' mode. In that, at about 100' the aircraft reverts to direct law in pitch, but remains in normal law in roll. That works well for pitch control, but in a crosswind, I found that it was a bit 'granular' in roll, with it being difficult to select and hold very small angles of bank (2º or so).
As far as I know, as I've never flown other than the 380. Many of the FOs, and some of the SOs, had flown the 330 and 320, and I don't think they ever commented on control response. They did talk about the autothrust and its interaction with pitch control. Basically it worked well in the 380, but a lot less so in the others. The upshot of that is that on gusty days, you'd leave it engaged in the 380 for landings, but on the others they'd often disconnect it.
