Originally Posted by Dozy
How could he have been expecting a Normal Law roll response when he had no experience of what that response was?
Dozy, you are making this more complicated than it is supposed to be. In Normal law, Full lateral stick is supposed to deliver 15 degrees/second roll rate, period. See FCOM. The computer magic makes it seem to roll the same everywhere, even though you are up at altitude. The roll damping even seems to be the same. When you neutralize the controls the roll rate stops the same way up high and down low.
When you are in a roll direct law, Your control deflection is proportional to stick deflection. When you neutralize the stick, the aircraft roll momentum keeps it rolling dependent upon its roll rate damping factor and you actually have to make a counter roll input to stop it. That is a big difference, but if you have flown that type system before, the adjustment is quick.
(From FCOM)
LATERAL NORMAL LAW
When the aircraft is on the ground (in "on ground" mode), the sidestick commands the aileron and roll spoiler surface deflection. The amount of control surface deflection that results from a given amount of sidestick deflection depends upon aircraft speed. The pedals control rudder deflection through a direct mechanical linkage.
When the aircraft is in the "in flight" mode, normal law combines control of the ailerons, spoilers (except N° 1 spoilers), and rudder (for turn coordination) in the sidestick. While the system thereby gives the pilot control of the roll and heading, it also limits the roll rate and bank angle, coordinates the turns, and damps the dutch roll.
The roll rate requested by the pilot during flight is proportional to the sidestick deflection, with a maximum rate of 15° per second when the sidestick is at the stop.
When the aircraft is in "flare" mode, the lateral control is the same as in "in flight" mode.
This is not to say that making a turn at altitude is identical to making a turn down low. At altitude, you are going much faster and Mach effects reduce the available AOA. You also have less reserve thrust available. The result is that turns at altitude are less aggressive than turns down low. You have to use lesser bank angles at altitude if you are going to avoid the stall boundary and maintain airspeed.