The simple answer is that they rewrote the rules. '… how the 'bus got certified with no control feedback …' So in the case of the side stick controller, I believe Airbus took the position that the FBW flight control algorithms eliminated the need for the physical feedback. fuel shutoff valve - on older aircraft there were indicator lights that indicated valve position - with EICAS those lights were replaced by an EICAS message if the valve wasn't in the commanded position).
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A classic example on the Boeing side was the implementation of EICAS - the regulations say that you need full time indications for all sorts of things, with EICAS those full time indications were suppressed unless the were not doing what they were supposed to (e.g. They are quite common when new technology basically makes the letter of the rule obsolete. AMOCs get used quite a bit when new technology allows the aircraft to meet the 'intent' of the rule without meeting the 'letter' of the rule. Gums, no first hand knowledge, but I believe the A320 (and subsequent brand 'A' FBW) were certified via an "Alternate Method of Compliance" - AMOC.
So I iterate the question to FAA and other agencies to look at and change the cert requirements. We pilots adapted in a new minutes and did not need the "feel" from the elevator or aileron or rudder to do the task. Ditto for the first Bus planes with near- complete FBW versus cables, torque tubes, pulleys and such.
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The Viper FBW was an amazing advance and helped improve range plus high performance maneuvering that did not require Chuck Yeager to yank and bank. And my first high preformance plane had zero feedback in the stick!! Did I adapt? Yep. After UPT in USAF, I only flew one plane that had actual feedback from the moving control surfaces. Their performance would not be economical nowadays for commercial use, and sadly lacking for military performance - we could be like that guy in early days of the "max" debacle that iterated the stick and rudder mantra.
I would love to fly a new plane without any "help" from the electronics or even yaw and pitch dampeners we saw in early 60's. And then they screwed up the MCAS activation and repeated cycles and. For some reason Boeing implemented the MCAS versus a pusher or some warning to meet the requirement of Part XXX of the rules. We had older planes like the 727 that had a nasty problem if you got to a high AoA, just like the VooDoo I flew as a clueless yute. I would really like to have FAA or the European cert folks explain how the Airbus FBW was certified, but the 737 had to meet some formula about control force versus AoA or Gee or.
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