The other problem about trying to compare GA and airline type aircraft techniques is that the pilot skill level is different. Airline pilots get to practice OEI operations under a variety of conditions on a regular basis, in simulators that, for the most part, pretty accurately reflect the real aeroplane.
How often does the average GA twin pilot get to practice the same thing? I believe that this must be part of the planning for each take-off. The only way to incorporate it safely, IMHO, is by reference to speed, but not speed alone.
Speed is the first important factor but, as has been said already, there are many GA twins that want to leave the ground well below "blue line" speed. This pretty much ensures that you are going to have a portion of your airborne time devoted to the consideration to close both throttles and crash as gracefully as possible.
I've personally found that "gear up" speed really is the most practical "decision speed" in most circumstances. The major operational problem that I've faced over the years is that the strips in Papua New Guinea are never long enough and often don't have good obstacle-free climb paths.
This presents the "horses for courses" scenario that means just about every take-off is going to be that bit different. That's really what GA flying is all about, when you come right down to it. And it's one major reason why airline techniques shouldn't be confused with GA twin techniques.