I think I would have to opt for a contrary tale to that, good sir.
No problem with the FAA approach, but that wasn't in contention anyway.
The approach suggested in your post for the UK's BCARs would result in a somewhat lesser landing distance margin to a first approximation, especially for the higher jet speeds where the margin would decrease with increasing Vref values. More to the point (and I would, likewise, have to excavate the archives to dig out the documents to be 100% sure) I have done quite a bit of performance work (in the distant past) on a variety of BCAR AFMs and, as I recall, they all had a 1.67 factor for normal scheduled landing and 1.43 for alternates ? 1.15, more likely, is to be seen for small GA aircraft ?