I instructed in the Seneca, and for the most part, I agree.
Although I wouldn't choose the word "sloppy", there is a marked "heaviness" in the controls, which I liken to a larger Piper like the Chieftan (Navajo). As mentioned above, if it is a Seneca II, figure out a way to get those power settings that you will be shown FIRMLY in your head. Maybe write down the various flight profiles. Like the Navajo, it will take some practice.
Use the checklist. Get ALL of the fuel drains, incliding the crossflow drains just inside the bottom edge of the fuselage, about eight inches from the right wing's inside flap hinge. After startup, put the fuel valves to crossfeed for the taxi, so you know they work, and before you get to the runup area, put them back to normal. They are functioning properly if you get through the entire runup procedure without a problem. At that point, you have practically eliminated a fuel valve problem. DO check density altitude, as it will dictate your single engine performance. Make certain that performance is adequate for conditions. Calculate the accelerate/stop distance. If you have to, sit in the airplane for a while to learn where everything is.
Oh. One of our pilots at my old school discovered how easy it is to check the alternators one at a time, and then inadvertantly leave them both "off". Make sure you have an upscale reading on both meters.
If you turn on the "nav" lights, you may not see the "three green" gear lights at all, since they get "dimmed" automatically. If you think you have a gear problem, check those nav lights FIRST.
That's all I can think of for now.
