Does FAA recommends specific maneuvers for complex endorsements? I was pretty excited for a 5 hour flight in a piper arrow in a new school this coming weekend but my instructor that I have not flown with before texted me saying that he will not sign me off after one flight and would like to narrow down the time to 2 hours only. Although I was not expecting to get signed off after one flight, I canceled the flight as I didn't want to fly with an instructor with a definitive mindset of not signing off. I would have liked to fly with an instructor who'd judge me based on my performance and learning capability during the flight and ground training and then decides whether to endorse me or recommend further training. Not only I have had bad experience with one of my "time builder" instructor as a student pilot, I have heard from other pilots that some instructors can give us hard time and not be fair. 

So I wanted to ask two questions.


Is there a FAA recommended list of maneuvers/training material for each endorsement? So that if a student fulfills all the requirements and fly all the maneuvers safely, he'd get endorsed? 
How do we keep instructors/DPE in check? Obviously they are experienced and safer pilots but it is quite possible that in one out of hundred scenarios they are wrong and pilots receiving training are right?
To answer question #1:
A complex endorsement is just that. It’s an endorsement. There are not any prescribed maneuvers to receive the endorsement. But, the instructor is holding himself liable for your performance after receiving the endorsement. Primarily, the areas where that liability may prove hazardous to the instructor, their certificate and career is on every single one of your takeoffs, landings, and go-arounds after the instructor is no longer in the aircraft. The flows and checklists for that aircraft have to be consistent and second-nature to you even without the instructor’s prompting.  

A 2 hobbs-hour flight from start-up to shut-down is typically the limit of learning for most people. Two 2-hour flights along with a couple of hours of ground instruction seems reasonable for satisfying your instructors confidence in your ability. That is all conditional to your actual performance. It is also a very subjective assessment. 

To answer question #2:
As far as correcting someone with more knowledge and experience than yourself, that can and should be done if (big if) they are wrong. Many things in life and aviation are subjective. There can be multiple right answers. In the case that an instructor gives you a wrong answer, be courteous and cordial in your correction. But, your answer must be backed up with fact. You should question your own answer until it can be: backed up with a regulation or recommendations out of the FAR/AIM; documented from an FAA handbook, publication, advisory circular, or other official document; referenced from the POH, AFM, owner manual, or other manufacturer source; cited from a reputable source.  

If the question can not be answered objectively, the answer may only be a matter of opinion, style, or personal technique. Or, it could be a quirk of that particular aircraft or environment. Either way, it would probably be best to tailor your training to the criteria of your evaluator. 

Remember, your instructor is human. They are fallible. But, so are you. And, they have been doing this aviation thing safely way longer than you. But, regulations do change. Take a slice of humble pie before you have to eat crow. You both may learn something new or improve upon something old. And remember, a good pilot is always learning.