Reporter described suspected errors in a QRH procedure that addresses the loss of a hydraulic system that could allow for the loss of all hydraulic fluid if the procedure was followed as published.

Narrative

While reviewing the [industry newsletter]; I read the hydraulic malfunction article and realized there is a risk of causing a complete hydraulic failure (unnecessarily inducing manual reversion) by following current QRH procedures if the situation described (a blown L/H MLG down lock actuator hose) were to occur inflight. As stated in the article; selecting alternate NW steering switches the landing gear transfer valve allows B system hydraulics to operate nose wheel steering (in this case; porting all B system hydraulic fluid out of the blown hose and resulting in a total loss of B system pressure in addition to the earlier loss of a system pressure). However; nose wheel steering is only needed on the ground and; since this malfunction should result in stopping straight ahead on the landing runway for visual inspection (and possibly towing); there is no need (in my opinion) to switch to alt nose wheel steering until on the ground due to the severe consequences of doing so if the L/H MLG down lock actuator hose is blown; which has clearly happened in the past. Because the event described in the article happened on short final; the crew didn't experience manual reversion. This might not be the case in future occurrences.