Those two types certainly do require perhaps an extra layer of knowledge, and are less forgiving.
As a complete aside, it was interesting to me when instructing sea-plane that with the single hull Lake Buccaneers, as it got up onto the step the point of balance on the water then rendered it quite similar to a tail wheel situation, where if one did not keep it straight with careful attention to rudder inputs, any excessive divergence with failure to correct would result in the tail trying to over take your nose and resulting in water looping.
Another ‘gotcha’ was the pusher configuration and position of the engine. With a reduction in power the nose will pitch up, rather than the more conventional set up where when you pull the throttle to idle the nose drops or pitches down. For a student who is converting and is used to that, when he/she comes in for landing and eases the throttle off, they instinctively also eases back on the stick...!!! This despite being extensively briefed that when they takes off throttle the nose will pitch up.
This results in the flare becoming ‘interesting’ as the student flares, pulls back the throttle...and are pulling back on the stick!!! The exaggerated resulting flare, if not anticipated by the instructor, can result in running out of airspeed and ideas, much higher than anticipated, with unpleasant results.
These only serving to show how, quite small but significant differences, can have fatal results if not pointed out and trained for, and also how long term ‘incorrect’ muscle memory can kick in in high stress situations, in a ‘different’ aircraft, with bad results.