Agree. The checklist that rarely caused a problem in the old days and now it does, is the revised (a couple of years ago) before landing check. Since the first 737 came on line in the late Sixties the check was gear down flap 15 and Landing Checklist to flaps. That meant speed brake was armed, start switches on or continuous, gear down and locked, and "holding at flaps. Once final flap was selected for the landing the call was "Complete the Landing Checklist" and all that was required was the PNF to call "Flaps" and the PF replied "40 green light etc".
This very sensible checklist order was then changed to a God Amighty rushed checklist where no checklist items were read until final landing flap when the PF now called for "Landing Checklist" resulting in a feverish gabble and reply of all of the above items. Just perfect on a tight circling approach when landing flap may occur on the turn to final or early base with the PNF looking outside for the runway or its environmemt at the same time having to respond to the PNF calling all the above items when previously these were done in an unhurried logical way. What on earth made Boeing bring in a poorly thought out checklist when for forty years the previous landing checklist was tried and trusted?