I was told that a BMW tech told my boss that full throttle could be used after start once oil pressure was available.
I read things like that and remind myself that the tech person probably did not own the engine that they were talking about. In any case, my VW diesel goes 18000 km without needing to add any oil. A Lycoming or continental will usually need a liter of oil after ten or twenty operating hours - rather different engine oil systems, internal clearances, and oil pumps. I worked in an aircraft engine overhaul shop for ten years, and "saw things". When I disassembled the O-200 I had owned for 15 years at that point, and out the last 1500 of 3500 hours on, I found minor, but measurable wear on the power side of the crankshaft journels - they were no longer round. I had the crank reground, and it was fine with new undersized bearings. Comparing a state of the art, liquid cooled car engine, with a half century old air cooled airplane engine is not an idea comparison.
As for flight controls, yes, when circumstances require, a swift motion to the stop may be necessary. In most cases, a normal landing in my taildragger will involve several motions of the rudder to the stop, to maintain my centerline control. Moving a GA flight control at any speed is not detrimental to the airplane - it might not be so nice for the occupants, and thus I still promote smooth flight control application for passenger comfort, but the airplane doesn't mind. Turbulence, or a gust correction may not have been able to be anticipated, so as to allow "smooth" flight control application.
On the other hand, if you've got yourself to the point where jamming the throttle is required to maintain "control" of the airplane, you were well behind the plane to begin with. An engine can fail at any time (in 8000 hours, I've had four full forced landings due to engine failure - none were expected). When I'm training someone, and I see them jam the throttle, conditions permitting, they sometimes get a practice engine failure after that!