Legalitys of one dot low during visual approaches?
Ive heard that a few Operaters in this region quietley fly a one-dot low approach from 1000 ft AGL on displaced-threshold for landing runways served by ILS. Given good VMC by day, runway in sight, landing clearance obtained, and everything is ok, the theory is one can reposition the 50 ft crossing point to the (TO) runway threshold and not the DISPLACED (LDG) threshold (taking into account that the published OCA for a particular IFR minima is aplicable only in conditions of reduced visibility). This proc is supposed to assure wheel touchdown BY the 1000 ft markers and reduce the total landing roll, which from what I see it actualy does (say to make a desired pre-planned taxyway without wrecking the brakes and/or p!ssing the customers off).
Of course this isnt done at night or in IMC for obvious reasons.
Ive pulled it apart and cant see any impractical or safety-related reasons why one cant do it if one knows what hes doing especialy with regards to terrain etc as it relates to the published mandatory MaP or decision height. Im just asking here what would be the legal ramifications of doing such an approach, if any.
All replys welcome but Id be especialy interested in John Tullas comments.