CONFIGURATION AND DECELERATION ON THE APPROACH
Plan the configuration changes with sufficient distance to reach the intended approach condition. Make each flap, slat and gear selection within its limits and monitor actual travel and speed. The selected position and the configuration reached by the aircraft are separate parts of the check. [53, PDF pp. 6-8]
Follow the planned speed and configuration schedule, confirm gear down and locked, arm ground spoilers and select the intended autobrake mode. Reconcile the actual flap configuration with the landing result, then review the complete landing memo and cabin state. The approach should now have one coherent landing plan. [53, PDF pp. 6-8] [13, PDF pp. 149-158]
Notice increasing workload from overdue tasks as a sign that the preparation needs reassessment. A stable path alone does not settle unfinished configuration or checks. Retain sufficient time and distance to complete the approach conditions, or make the decision to change the plan while it is still straightforward. [13, PDF pp. 149-158]
Original gear and AUTO BRK control reference. Source depiction: MAX ON. For landing, use the autobrake selection established for that landing. [61, PDF p. 1]
IN PRACTICE: Move from approach configuration to landing configuration
Before you begin: The aircraft is established on the arrival/approach with sufficient distance to decelerate. The landing configuration and stopping plan were briefed.
1. Confirm the approach phase and speed strategy
Action. Check that the FMS approach phase is active at the appropriate stage. Use the intended managed or selected speed, including any ATC speed instruction, while planning the remaining deceleration.
Check. The speed target belongs to the approach, and the crew still controls when the aircraft slows for configuration. [13, PDF pp. 149-158] [14, PDF pp. 1091-1110]
2. Extend one stage and watch it arrive
Action. Select the next flap/slat stage only within its permitted speed. Confirm actual movement and completion before the next stage is selected.
Check. The real high-lift configuration agrees with the lever selection and the available speed margin. [13, PDF pp. 149-158] [14, PDF pp. 1091-1110]
3. Lower the landing gear at the planned point
Action. Select the gear DOWN within its speed limits and confirm all three green down-and-locked indications. Include the effect of the added drag in the speed/path scan.
Check. The gear is positively down and locked, and the aircraft remains under control as drag increases. [14, PDF pp. 1091-1110] [13, PDF pp. 149-158]
4. Reach the calculated final configuration
Action. Select the planned landing flap configuration within limits, check actual surface travel and compare the final speed target with the current VAPP.
Check. The landing configuration and speed match the performance assessment and briefing. [13, PDF pp. 149-158] [14, PDF pp. 1091-1110]
5. Set the stopping systems
Action. Check ground spoilers armed, speedbrake retracted and the briefed landing autobrake selection. Confirm these states on their actual indications.
Check. The stopping configuration is prepared without carrying an unintended speedbrake extension into the final approach. [14, PDF pp. 1091-1110] [13, PDF pp. 185-196]
6. Complete the landing confirmation
Action. Obtain the required cabin-ready report, complete the Landing checklist and read the landing memo. Finish this work before the applicable stability gate.
Check. The cabin, gear, high-lift and stopping configuration have all reached their intended states while attention can return to flying the final approach. [14, PDF pp. 1091-1110] [13, PDF pp. 149-158]
Complete when: The aircraft is in its planned landing configuration, at a controlled approach speed, with the Landing checklist complete.