A-320
I tend to agree - hand flying the A320 family is straight forward - if rather simpler than 'conventional' B737 (for example). The nearest equivalent is flying the 737 in CWS (Control Wheel Steering).
The 'sidestick' is only a roll/pitch rate-of-change demand device - as such, hitting the 'stops' does not mean max control surface deflection, unlike full up/down/left/right on a 737/757/747. You have to wait for the input to get to full surface deflection as all you have asked for is max rate of change of roll/pitch.
It is this characteristic that can be uncomfortable/counter intuitive in turbulence on the approach. I would agree that reversion to 'direct' law in pitch and roll when the gear is down would be a possible improvement.
However, with the non-moving thrust levers, I would still like to see the pitch/power couple taken out of the equation as per normal operations. Going into 'direct' law in roll would also remove the unnatural requirement to remove the roll demand before touchdown and then reapply it after touchdown when direct law then applies!