Remoak, I agree in principle with what you are saying. My only question is, at what point do you decide that you need to act beyond or in addition to the supplied checklist? Of course a checklist can't be provided for every circumstance and if your situation doesn't match the checklist then you have to use your knowledge and experience to make the best of a bad situation. VH-JSI, which took a large bird through the wing root, is a good example of this. These Air Nelson guys, however, seemed to have a checklist that adequately covered their situation and it seemed to them at the time that there was no reason to look further into it. In fact if the alternate indication system was as robust as they'd been lead to believe the checklist they'd followed would have worked fine, but neither Bombardier, Air Nelson, nor the crew, had the vital piece of information that the alternate system was flawed and should only be used to confirm an alternate gear extension or as an alternate to a single green advisory not illuminating. Whether by design or accident, this is actually how the OEM checklist is written, but whoever approved Air Nelson's variation to it didn't seem to see the benefit in the original layout.