I get the theory behind the FAA wanting to bring airline-style training to general aviation in the hopes of getting airline-like safety. The problem is that GA pilots operate in a different world and in different aircraft.
As you may have read, the ACS no longer tests flight near MCA. It tests slow flight... well... it tests vaguely slow flight. Ten knots above the stall warning horn, which is roughly 5 knots above the stall isn't very slow for an aircraft with a stall speed in the 40s. (Though that would probably work just fine in the T-38, which has an approach speed around 165KIAS.) The theory is that we want to habituate pilots to respond to the stall warning horn. Cool, but do we really think that the people who have fatal stall/spin accidents are ignoring the stall warning horn, or do we think they don't know instinctively how to respond?
So if it works for the airlines, why doesn't it work for GA? Because airline pilots are never, never ever told "Cirrus 43DG, keep your base turn tight, you'll be inside of an Embraer on 3 mile final," which is how fatal stall/spin accidents happen. Airliners don't maneuver at low altitude and low airspeed. GA aircraft do. Unless we think it's practical to have everyone fly 3 mile final legs in the pattern, we're going to need different skills.
Perhaps instead of looking to the airlines for flight training guidelines, we should be looking to the military. The Air Force and Navy are not cutting back on training pilots for maneuvering outside the normal flight envelope. Initial Air Force flight training requires spins, formation and aerobatics. This may not be the sort of training that appeals to people buying high performance piston singles (or the FAA), but it's probably what they need.