I must agree with 212man. The key is in company SOPs. The RFM is a document based on the basic aircraft and does not integrate these basic procedures with those variations required by the installation of customer options. It is also written in simplistic terms, devoid of context, at the start of an aircraft's life when everything is factory-fresh, shiny-new and unsullied by maintenance methods that are not fault-free at best and downright dangerous at worst.
There is one flight manual out there that invites you to 'continue flight' with both batteries indicating an overtemp condition. That is where good company SOPs step in and return our world to sanity and suggest that maybe any arguments about what to do next take place on terra-firma.
The RFM indicates the minimum you must do when reacting to a situation but only you (actually your CP) can put 'context' into your deliberations and therefore your SOPs.
G.
