If an aircraft is mishandled (for example, in strong crosswinds) when the Captain is PF, it's his responsibility.
If an aircraft is mishandled (for example, in strong crosswinds) when the FO is PF, it's still the Captain's responsibility.
I would hardly describe the opportunity to land in AFM certified max crosswind as a 'privilege' of command!
Then again, some FOs take it personally when they are denied the opportunity to test the nerves of the pilot-in-command in such circumstances. I am grateful that my company protects me from having to get involved in such a potentially awkward conversation!
When it's one's own name on the tech log, then one can decide whether or not to take it to the AFM limits.
Do remember that "the superior pilot usues superior judgement to avoid situations requiring the use of his superior skill" - Captains are under no obligation to operate in situations which they believe carry excessive risk, even if they do not exceed AFM limitations; that aspect of captaincy, like so many others, is developed through overall experience in airmanship and decision-making regardless of types flown.
But a change from a Boeing to an Airbus, is a heafty change totally different!?
To answer your question: no, it's not a 'hefty change' or 'totally different' - once the technical details of the aircraft type are understood, it's still just a swept-wing jet aeroplane (i.e. not a helicopter), the basics are still valid.
Rodthesod, thanks for your valuable contribution.