OG, mistaken, possibly.
More likely confusing because of my intermixing of control and performance requirements.
I am not familiar with JCAR, but the ref appears to be similar to CS 25-125 performance requirements.
AC25-7C (page 90 re 25-125) provides are more practical explanation of the flight test landing performance and control demonstrations.
Note that this refers to flight test procedures and not those used in daily operation, although some tests refer to the latter.
The lower speed (control) requirement is at Para (4) "...
satisfactory flight characteristics should be demonstrated in the flare maneuver when a final approach speed of VREF-5 knots is maintained down to 50 feet."
The relevance to this thread is that the manufacturer can select the optimum configuration to achieve minimum landing distance based on Vref, but what ever this this (configuration / change of CP), then the aircraft must be both controllable to start and complete the flare from Vref-5 at the threshold, and not be limited by geometry (tailstrike) or control limit (full back stick).
Re attitude, the BAe146/RJ has a low approach and landing attitude, -3 deg pitch for a 3 deg GS (highlift wing, T tail, and no leading edge devices). Thus the attitude changes required to flare and then lower the nosewheel are small compared with other aircraft.
After touchdown, a reasonably fast nose lower could improve the flight test landing performance by minimising the air distance and the ground timing up to the point of using retarding devices.
However in daily operation, a more moderate rate of nose lowering might delay the WoW switching for spoiler deployment and braking because the wing still provides considerable lift - re MFS #9, - longer landing distance.