2.L/G is not downlocked and radio height is lower than 750 ft and both engines are not at T.O power and flaps at 1, 2, 3 or FULL But this doesn’t seem right also (assuming GA TOGA=T.O power). Does it trigger some system logic change inside the LGCIU? Also another question pertaining to this note from same QRH PROC: ‐ If VLS is greater than VFE NEXT (overweight landing case), the FLAPS lever can be set in the required next position, while the speed is reduced to follow VLS reduction as surfaces extend. The VFE warning threshold should not be triggered. In this case, disconnect the A/THR. A/THR can be re-engaged when the landing configuration is established. Why disconnect A/THR in this case? Wouldn’t keeping it connected and in SPD mode more convenient? Any reason why?
Minimum terrain clearance in non mountainous area is 1000ft. In clean configuration of you go below 1000ft (even below 750ft) doesn't indicate approach and landing intention and remains an issue of terrain clearance. Selection of any flap configuration and below 750ft with thrust not at takeoff is a logic to indicate approach and landing intention. The system asks you "are you landing? Then where's the gear"?
The second question why disconnect ATHR? Because there's ATHR protection for underspeed and overspeed. It will not allow it to go below VLS for the present flap configuration and that's more than VFE Next.