@Underfire:
The table extract that you've shown is related to the provisions PANS-OPS makes as part of the design criteria.
@All
The Aircraft Approach Categories are based on aircraft certifications and, in some cases, specific operational approvals if the normally certified approach speed is to be permitted to operate as a lower category in a particular country.
Basically, it's defined by ICAO in the following way - for both conventional and PBN procedures:
The criterion taken into consideration for the classification of aeroplanes by categories is the IAS at threshold (Vat) which is equal to the stall speed (Vso) multiplied by 1.3 or stall speed, in landing configuration at maximum certificated landing mass (Vso) multiplied by 1.23. If both Vso and Vslg are available, the higher resulting speed at
threshold (Vat) is used.
It's not changeable on a case-by-case basis, or even dynamically based on Vat used.
However, when using Vis Man/Circling, aircraft can elect to use the circling area (& minima) of a higher category if they wish.
Also, the B738 is an Approach Category C.
Refer also
BOEING 737-800 - SKYbrary Aviation Safety
@Underfire:
Re your comment about the RNP design for the 738 and it needing to be Cat D because it can't go as low as 140kts.
Read the ICAO table you've posted. The Final APCH speeds allowed for as part of normal design allow for speeds in the Final APCH for RNP procedures (and conventional procedures for that matter) to be up to 160KIAS.
Check out Table 3.1(b) in ICAO Doc 9905.
So, your statement is not 100% correct. The only case where it could be correct is where you require a Cat C aircraft to fly the Final faster than they normally would and than they're normally certified for.