I liked the Boeing system of splitting a checklist with a line and it was then possible to complete certain checklists, "Down to the line", where they were held until it was appropriate to continue
Agree entirely. But Boeing for some unknown reason (to we pilots) changed the former split landing checklist in the 737 and certainly not for the better. It used to be Gear down, Flap 15 and landing checklist to flaps. This was done on the downwind leg of a circuit or at some appropriate time during an approach. On selection of landing flap the PF called "Flap 30 etc and "complete the Landing checklist". Boeing in their infinite wisdom decided to change a policy that had served well since the first 737-100 came out of the factory. Now the situation exists where the whole landing checklist is now called for once final flap is down. So that has led to a rushed checklist requiring several challenge and responses just as the PF is concentrating on flying the aircraft on late base or final while still responding to the landing checklist.
.
In turn, at least one Australian 737 operator has adopted this new Boeing policy where the final flap is lowered late downwind and certainly before turning base if a visual circuit. There is a significant increase in thrust required to hold VREF +5 in level flight, just so that the landing checklist is completed early. Reason being with accent on use of full automation, some pilots lack the manual flying skills to stabilise on final even though weather CAVOK. Subsequent QAR pinged pilots for not being stable by 500 feet on final. Wonderful. So the powers that be reduced the number of pings by dirtying up a lot earlier and stuff the extra fuel consumption as the aircraft speed could be as low as 130 knots (Vref40+5) downwind will landing flap down. A bird strike in that configuration (low speed land flap selected) in level flight would require quick thinking by the PF to maintain a safe speed. All IMHO.