Mmmh lets see,ill call your Airline Cactus...

ATC:'cactus 120 reduce speed 180 kts'
You:'you cant tell me when to configure' and there you go reduce 180 kts with flaps up....:rolleyes:

Good morning Cactus,

Yes indeed, we have been asked for 180kts by ATC - they gave as a speed restriction/reduction, they did not tell us to configure . . that was my point. Picky, I know.

As the person was asking when we configure and has less knowledge than most on here - it could have been interpreted as "Cactus select flap 1" - as the person is not a pilot.

Also I could be picky about 180kts being based on whether you are heavy, descending, level or light, straight or manouvring - but, not wanting to push a point right?

That would be a quite CRMish way to describe it..
You must be on drugs or in serious need to get a holiday or another hobby:E

You will know when to use CONF 3 or FULL and which autobrake by performing a landing performance calculation. As you become more experienced you will have a feel for it but should still perform a calculation to confirm.

Personally I would rather not do a CONF 3 on a steep approach. I also prefer CONF 3 to approach and land with.

Clearly outside of windshear conditions on an allowable runway it doesn't make sense to use a combination of CONF 3, MED autobrake and FULL reverse. Check your QRH for the different braking actions to see the credit you get per reverser used with different Config/ Autobrake combinations.

Other than that your OMs/ FCOM will have a prescriptive list as to when to use either config.

The best advice: ask your training department - I'm sure they'll be happy to go through it with you.

Don`t get heavy and call me on drugs just because 180 is debate-able depending on aircraft and condition - the A320 will fly along merrily at 180 with no configuration change unless its below S speed depending on weight and whether descending or level etc., a heavy aircraft like a 74 might not.