Hudson, I fear that your ‘God like’ senior check captain is constructing a latent safety hazard that awaits the unwary or unfortunate aviator. As you realise there will come the day in your operation, or for a pilot who retains this poor procedural guidance in another operation, where the aircraft weight / runway length, conditions, etc in conjunction with a speed addition will result in an overrun.
I recall some interesting data from an old BA study (SESMA) on landing operations, that showed the point of touchdown was proportionate to the runway length i.e short runway, short touchdown. Similarly, speed control was more accurate on the shorter lengths; unfortunately, this data was not correlated with wind or gusts. Thus while there are no surprises here - the data represents commonsense, it is thus the more surprising that a senior management pilot is so lacking in this department. If required I can provide contact details for the chief test pilot / safety pilot for manufacturer A or B so that appropriate communication may be exchanged. This may also provide an accurate answer to your question for your aircraft type.
This problem is like many others in the industry that are due to the lack of knowledge of the certification requirements, particularly about what is assumed of the operating crew. I lay most of this complaint against the authorities, particularly where there is a major discontinuity between aircraft and operational certification departments. With greater knowledge, I hope that there would be less adding of belt and braces or making rules up because it seems a good idea.
Information on Airbus speed additions in the following link (page113), but they are very type specific; beware large file size 7.9 mb
Getting to grips with Aircraft Performance The site page is here:
Wing Files where you can also see information on approach and landing accidents.
ALF