I disagree with some of you, Shrike200 is in fact 100% correct. On the subject of Airbus, there are two types of pilots: There are pilots who hate Airbus and then there are pilots who understand Airbus.
Boeing and Airbus aircraft are both fantastic and very well designed. Each one has strong and weak points, and it is an enlightening process to debate them. Sao Paulo is a challenging place to fly in and out of (ATC, terrain, weather) and it is a famous place for runway excursions. If you knew the capability, attitude and professionalism of the PIC on that flight as well as the typical conditions at GRU, you'd rather be wondering how an event like that could happen to yourself one day.
In terms of Airbus's fly-by-wire controls:
Firstly, below 100 feet radar altitude the flight control law is "flare mode" which is 99% the same as a conventional aeroplane. The 1% that is not the same is a slight application of forward pitch, forcing the pilot to pitch nose up as he would in a conventional aeroplane. All other control inputs are direct stick-to-control surface movement with no auto-trim. Therefore, it is likely that this incident had nothing to do with the trim feel being removed or the so-called (incorrectly termed) "artificial feel" being there. The aeroplane was behaving, at that phase of operation, as a similar sized, shaped and weighted Boeing or MD would.
Secondly, if the other pilot wishes to make input he just moves his side stick and a voice callout sounds "dual input" in the cockpit. The primary fly-by-wire computes the dual input mathematically. When the input is the same then the output is doubled (up to the max) and when the inputs are opposite and equal to each other then the output is neutral. In addition to this, either pilot may immediately override the other side stick by pushing and holding in the AP disconnect button, without any delay period. This neutralises (disables) the other side-stick instantly.
Here it is from the A330 FCOM:
"Sidestick Priority Logic
When only one pilot operates the sidestick, his demand is sent to the computers. When the other pilot operates his sidestick, in the same or opposite direction, both pilots inputs are algebraically-added. The addition is limited to single-stick maximum deflection.
A pilot can deactivate the other sidestick, and take full control by pressing and keeping pressed his takeover pushbutton. For latching the priority condition, it is recommended that the takeover pushbutton be pressed for more than 40 s. The takeover pushbutton can then be released without losing priority.
However a deactivated sidestick can be reactivated at any time, by momentarily pressing either takeover pushbutton on either stick. If both pilots press their takeover pushbuttons, the last pilot to press their pushbutton will have priority. If an autopilot is engaged, any action on a takeover pushbutton will disengage it.
In a Priority Situation
A red light will come on, in front of the pilot whose stick is deactivated. A green light will come on, in front of the pilot who has taken control, if the other sidestick is not in the neutral position (to indicate a potential and unwanted control demand). If one stick is deactivated on ground, at takeoff thrust application, the takeoff 'CONFIG' warning is triggered."