Having flown both, the major difference between the types is in a crosswind landing.
On a Boeing, using the crab technique, in the flare you kick off the drift and use a little into wind aileron to keep the upwind wing level. Once you have established this into wind aileron position you maintain it throughout the landing roll - especially important in the 747 with it greater swept wing.
On an Airbus, again using the crab technique, in the flare you momentarily push the into wind aileron to say 2 degrees wing down, then release the stick back to neutral, controlling the rudder as normal. [Note the stick is a demand controller in 'normal' law, so if you keep it displaced into wind it will demand a continuing roll into wind]. On touchdown however, everything reverts to 'direct' law, which means that the side stick demand reflects control position, so you have to then move to 'conventional' positioning to keep the wing on the ground.
Personally, having flown both, I like the Airbus FBW protections and auto trim funtions, but would rather have the central control column - because you know what inputs the other guy is making - and moving throttles! However, I would be happier with the Airbus reverting to 'direct' law when the gear is down, so you could handle crosswind conventionally, whilst retaining auto pitch trimming, because the thrust levers remain in a detent, so you are less aware of actual thrust achieved.