You’re missing the point, you need to adapt to the context of the situation to achieve the
safest outcome. Which is possible while balancing the different requirements.
There are three requirements that have to be considered and balanced, different weightage depending on the operational/environmental context. (e.g.: OEI 2D approach, OVW, ISA+30)
1. There is no requirement to fly a 2D approach with an Early Stabilized approach speed technique. ref: FCOM/PRO/NOR/SOP/Approach/Approach General/Approach Speed Technique. Nowhere it is mentioned that the crew should or must opt for an early stabilized approach, nor is it necessarily recommended. Early Stabilized approach may be beneficial under certain conditions in order to improve vertical guidance and/or to manage the workload more effectively - but never at the expense of safety.
“EARLY STABILIZED APPROACH
Under certain circumstances, the flight crew may decide to reduce the speed down to VAPP in the landing configuration at the Final Descent Point (i.e. approach via selected guidance, high glide path angle, low altitude intermediate approach, etc.). In order to obtain a valuable deceleration pseudo waypoint and to ensure a timely deceleration, the flight crew should enter VAPP as a speed constraint at the Final Descent Point.”
2. ref: QRH One Engine Inoperative - Straight In Approach does not imply an early stabilized approach, rather supporting the notion that Flaps Full should not be selected in level flight before or after the FDP for performance reasons. But this doesn’t mean you should be dragging the aircraft in level flight with L/G down @ Flaps 3 unnecessarily. (see 3)
3. ref: FCTM/PRO/AEP/ENG/One Engine Inoperative Landing:
“With flap selected and above this threshold value, the indicator becomes the blue beta target. This is a visual cue that the aircraft is approaching its maximum thrust capability.
The flight crew should not select the gear down too early, as large amounts of power will be required to maintain level flight at high weights and/or high altitude airports.”
Now add Overweight and ISA+XX to increase the complexity and reduce the performance margins, and you’ll see that you cannot have a dogmatic prescribed model on how to configure your aircraft - you need some adaptation and flexibility.