Thanks for the inputs;
Re 737 overrun statistics, this has been noted in this forum. A cursory review of overall accident records also suggests a pattern; however without further study this is only an association. *
The margin from flap limit speeds is interesting; this suggests that the lesser flap (by choice) allows a greater speed deviation in an un-noticed unstable approach.
Similarly the use of auto thrust with low speed protection, which could relieve crews of the burden of speed monitoring (reduced IAS scan), focussing more on the flight path. Thus an acceptable path might be achieved at the expense of a high speed, flare - float - long touchdown.
Further questions on landing performance;
Which aircraft / operators now use operational landing distance opposed to un-factored / factored certification data ?
If the performance is tabulated against aircraft mass, is this used as a simple ‘below the weight required for the runway’, or can the margin between the limiting and landing mass be translated to additional distance margin - for choice of braking level, inaccurate reported braking action ?
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737 Accident News