Essentially, if all lights were out, everything was okay then one programmed the FMGEC...
Now that's a bit of a simplification, but not by much. The check was called a "flow" (as it is sometimes now called for other types). In steam airplanes, everything was checked, (all audible/visual warnings), switches were placed and bugs were set. In the A320, one moved one's hand about the overhead as if a genuflection, then over the center panel, the pedestal and finally the Captain's then F/O's panel then one did the FMGC entries from the flight plan.
As for chief pilots changing SOPs, it is well understood that airlines can do what they want with SOPs providing they do not permit more than the manufacturer does in their generic SOPs. The SOPs I was familiar with were in my view disciplined, detailed and excellent and dovetailed with other types in the fleet. During CCQ, (cross-crew qualification) we were required to adopt "The Flow" for a while but returned to the detailed work that was familiar to all. Not a pleasant time, as new SOPs were coming overnight by the trainload. Thank heaven it was sorted out.