Wouldn't it be fairer to expect your training organization to train you appropriately for what you have strapped to your arse now and form a good solid basis upon which later training in more complex types will build???
That is the only sensible reply I have seen so far in the original thoughtful post by Centaurus.
Clearly the subject has exposed a widely differing number of personal opinions on the subject of standardisation common in the general aviation industry.
Few have mentioned the desirability of the student/pilot being thoroughly famiilar with the manufacturer's POH and staying with its published drills. I like the term Vital Actions published in former RAF and RAAF flying manuals in the 1950's. These were concise and to the point. For example the Pilots Notes (1944) RAAF Publication No. 416 for Tiger Moth Aircraft published the following under the heading Vital Actions for take off;
(i) Elevator Trim neutral.
(ii) Throttle Friction Nut tight
(iii) Mixture control right back to fully rich position,
(iv) Fuel cock on, tank contents sufficient for flight
(v) Slots Unlocked.
(vi) Flying Controls tested for freedom of movement.
Obviously the Vital Actions that I was used to a long time ago differ markedly from what are considered Vital Actions now where the more items included, the merrier. In fact it all depends on the particular instructor's whimsey and his own instructor before that, ad nauseum
I knew an instructor who taught the so called "PPUFF" drill on final in a C150. It was P for Pitch Control not applicable. P for Power Poles watch out for. U for Undercarriage not applicable. F for Flaps as required. F for feathered friends (birds) watch out for. With that as a fairly typical example of what is taught as "professional" in the GA world, then heaven help the poor students who has this rubbish drilled into them. But then he does an instructors course and goes on to spout the same crap.