The AAIB report also makes clear that the manufacturer assumes that the radio altimeter and landing light will be available for autorotation, except you need to turn and operate the shed bus switch to activate them when both generators fail
In light of this, have any operators resorted to flying with the shed bus switch in 'override', at night? Hard to see what the drawback would be, though it may require a letter of non-objection from AH if it contradicts the RFM (which I'm sure it will). In the event of a double generator failure there would be plenty of time to return the switch to 'Auto' (or whatever the terminology on this type) if required - a totally different scenario to switching to override after a double engine failure!