Rubbish
I would very much like to have some references to the items mentioned. Always interested in learning new things and these disasters you mention, at least contributed to, by a change in checklists would be interesting reading!
Now to a large Biz jet checklist that we have altered-
1. Checklist calls for Nav lights on, before APU start. When first dealing with this change, I would send the FO outside to confirm that the lights were on. As they are not on the battery bus, they are of course, NOT on. This for especially the "read and do" mentalities. So why bother to change the position on the checklist? Because the generator coming on line seems to have a surge, that quickly burns out the bulbs. By throwing the switch after APU gen on, we have trebled bulb life.
2. The manufacturer, who seemingly knows everything according to your theory, "forgot" to include "Parking brake on" in the before engine start section. We added it.
3. The flight control tests are in the after engine start checklist. So we wait until the pax are on and the doors closed, engines started, BEFORE we check the flight controls? Nope....moved to systems checks, after APU start. Then if we have a problem, we have at least an hour to have maintenance look at it. If there is a real problem, then we can put in another aircraft or cancel a flight with good notice, not with bags and pax and catering etc on board.
4. 10th Stage bleed valves fail open, so if we select them open as per checklist, then start the engines, we will never exercise them, and have no idea if the valves work. By moving the switch push to after engine start, we can check the operation of the valves.
These are just 4 I thought of right away, after reading the doom and gloom opinion that the manufacturer knows best, don't mess. We have made more and I think it is important that any checklist be based on the AFM, but in a group of experienced pilots, thought through and created to be a useable checklist. The manufacturer has a lot of items in the taxi checklist, and we have moved them all to before taxi except brakes and TRs. Why would anyone want to be reading a checklist and doing systems checking while taxi-ing is beyond me.
So I would say that carefully reading the AFM and then creating a checklist that works is better than "just" taking their word for it. Our particular manufacturer does not actually provide checklists anymore, other than the multiple page version in the QRH. So any one page, laminated checklist MUST be constructed and approved by the operator.