I agree particularly when the guidelines state maintain the gust factor addition until touchdown. I can’t speak for Boeing test procedures but when I was involved in performance testing to revise AFM figures for short runways in tropical conditions we set a minimum VREF - speed which was the minimum touchdown speed which still provided tailstrike protection and also guidelines on the maximum touchdown speed in relation to VREF. The figures work until combined with a few extra knots, 60 ft over the threshold and a prolonged flare without maximum braking until too late. Late applications of lift dumping devices and reverse have a huge impact as well.