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
Unfortunately CP's don't always get it right either, witness the lack of understanding about Va in the fixed wing world when applied to the rudder. After all they are human too (CP's that is), although some might disagree.
Personally I take the view that what is written in the RFM/SOP's is a best suggestion written by an engineer, or some other, in the comfort of a nice warm office with a cup of hot coffee to hand. Mind you there are some emergencies where the course of action required is not up for debate. Some times the course of action required is dictated by the circumstances in which you find yourself, and that decision may be founded on someone else experience, or your own prior experience, and some times taking the bit in your mouth and hoping to hell it gets you out of the jam in which you find yourself.
An example, would you ever recommend a pilot of a single engine turbine taking off after the engine oil pressure had suddenly dropped to zero? The crew of a Huey found themselves with just that predicament. To stay where they were was fraught with risk so they took off and transited until the engine chip came on and then performed a auto into a clear area. People safe and aircraft undamaged save for a burnt up T-53 and a new oil cooler required (hole in which dumped all the oil). The outcome had they not done so does not bare thinking about. To be recommended? Definitely not, but sometimes ............ Fate is the Hunter.