:D Have to disagree with you there 212man. We regularly do 600RVR 100'DH landings and we don't find the speed (70 - 80)a problem. Just keep the machine off till you have landings speed. Lower approach speed definitely have advantages but will hurt you if something goes wrong and you have to do a missed approach. Remember you have to maintain at least Vmini for your particular machine. The higher speed also gives you good single engine performance if someting happens and you have to do a missed approach.

GLSNightPilot. Have to agree that night time is a better for low visibility approaches, but it does make the landing more difficult, especially if you have to hold off the machine to reduce the speed.:ok:

It's interesting that we require approval for a DH of a hundred feet, when in Australia our terrain clearance is a minimum of 100 ft for the missed approach ...... on all approaches.

Oryxs, I agree with you on all points. I generally start a deceleration at about 100-200', depending on the weather, planning to cross the threshold at or just above Vmin. You then keep the decel going at 25-50 ft until slow enough to touch down. Slowing to landing speed at the DH just scares me to death; I would never do that. I have a mile or more of runway ahead to slow down on, so I'm not worried about that. After all, fixed wing get stopped from much higher speeds. And in the dark, the landing can be tough, especially with really reduced visibility. That's why my practice is to switch controls when the runway is in sight. IMO trying to transition from instruments to visual passing through 100' is just too dangerous. I've had FOs try to kill me doing that, and I won't do it any more. I prefer letting the FO fly the approach while I keep my eyes on him, and then doing the landing myself. But if I fly the approach, I'll give him the controls for the landing if the ceiling is at or near minimums.