New Bloke, I see your point...but even if there are equally effective and safe ways of doing something, I think it's up to the company to dictate what should be done and then to document why. This just doesn't happen and probably won't ever happen at your corner Flying Club. In time quality assurance will become important (and operators may have to burden themselves with the responsibility that the regulating authorities have now) but due to the nature of private flying I don't think that it will really affect the grass roots of general aviation - in fact if it did it would probably tend to turn people away from it...but then again that's the price you pay.
I know what you are saying though...
Should you clean up on the run? When should you turn carby heat off? When should you retract flap? What speed should be maintained in a piston twin after TKOF to what height? Is Blue Line a decision speed? When should final flap be selected? What speeds should be maintained in the circuit and where? Can aileron be used approaching the stall in a training aeroplane? Is the Earth Round or Flat? How should I maintain a DME arc? What climb profile should I use in IMC? Is Elle better looking than Mimi? The thing is I KNOW the answer to all these questions (other than the Mimi and Elle thing - still undecided) and I am sure you KNOW the answers to them as well…and they are probably very different. It sucks doesn't it?
Wouldn't it be nice to have an industry standard? Qantas use a different method of Reverse Thrust application to British Airways. They are both very different and they both think that they're right. Is anybody wrong? No. As long as they both have cause and explanation then they're both correct. They have debated, tried and tested various methods and come to a very educated conclusion that fits best with their own operation.
As for cleaning up aircraft to answer your question... What does the flight manual say? I would hate to taxy by the tower with my flaps down and I don't think that Ground would be overly impressed if I taxied around with my transponder on. If at night, other pilots would probably want me dead if I didn't turn off my landing lights and anti-collision lights. I would have a hard time even shutting down some aircraft if I didn't turn off the fuel pump. On the other hand, I would hate to inadvertently select gear up on the runway whilst trying to raise flap....but I probably wouldn't want to leave them down if on a gravel or unsealed runway. Are cowl flaps "cleaning up" because at times I may want to open or close them. Do I set the trim whilst taxying back to the Park or do I leave it until after shutdown when I may forget? Do I double check that Radar is off I do I not bother until shutdown? Should I leave my Autofeather ON? Do you get me point?
The operator SHOULD have prepared a checklist in conjunction with the manufacturer’s checklist that dictates what should be done. Explanation SHOULD be in some other company documentation.
Do you see my point? I apologise if I sound abrupt or rude.
Just remember that you're accountable for everything a pilot does once you have flown with him. Make sure you do it right :-)