Your First Officer has fallen into the trap of wanting to re-calc the

Vapp - which is not critical as the runway was correctly

determined to be long enough. He has forgotten the flight
academy rule that your Bugged Vref is derived from your VLS
and is your final figure on Approach. You will have got this figure
by adding on the W/S onto the VLS which has given you your
Vapp and including any further calcs (see later) you may add -
increments. So to increase speed above Vref is not necessary at
this stage as it has already been done. - by you.

For the benefit of your First Officer - he will remember from his
flight academy days that VLS+HWC or derived HWC from XWC /
3 i.e., 1/3rd the W/S = Vapp then with the runway calcs and
W.A.T Vapp will be Vref. Notwithstanding how many engines,
what systems are up online, what systems are not going to be
used for this particular approach.

Now that we have jogged his memory - he will now be doing

calcs with a pencil to show you that he knew it all along - I`ll bet
he has written an example similar to this:

Landing runway 360 W/V 360/30 VLS 137

So, VLS + 10 (1/3rd of 30) = Vapp [with your other runway perfs
in a minute]

So, VLS 137 + 10kts = Vapp 147

Add or subtract increments due to 1 Eng, 2 Eng, 3 Eng, 4 Eng,

spoilers in or out reversers out or not plus any asymetrical
considerations and Length of Runway, W.A.T. Surface, Slope, /
gradient, elev, Wet/Dry/Ice. LDA, LRA, TORA, TODA, Clearway
(for any Go Around) plus bits you might add becomes Vref. This
being the final figure, pun intended becomes your bug speed.

In the Airbus, which I frequent, we have an automatic computor

programme called groundspeed mini or G/S mini.

G/S mini is VLS+1/3 W/S - W/S which gives your First Officer a
seemingly low G/S of 117 in this example.
BUT

If you take our original VLS of 137 and add 30 kts W/S that
would give us an even lower G/S of 107kts.

Does he remember it all now?

One may be tempted to enter a higher W/S into the FMGC but
that would give us an even lower G/S mini. However, if you are
feeling sensitive about this prior to approach then you can always
enter your desired Vapp speed and the correct W/V of course for
your new Vref - which are listed in the FCOMs or whatever your
country has which is the same as. . .

Therefore bug is Vref which is VLS plus W/S +/- the other stuff of
the runway and aircraft perf you may put in = Vref.

Now that he is back on track he knows that all of this is is

different to a light a/c whose weight is invariably within the
parameters of most of the runways including his speeds. - as a
bit of power adhusts the RoD and a an adjustment to the Att
gives the required airspeed., plus the spool up time of a light
piston prop is much faster than that of a big fat jet engine. The
light aircraft being comparatively easier and quicker to re-
stabilize whereby in a bigger jet it would result in a go-around
but you know this already.
The pre-programming or pro-active calcs are critical for good
energy management where Inertia, Kinetic Energy and Potential
Energy are all the rage as well as a slow spool up time of large
jet-turbine engines.

By making all our calcs, ahead of the game, we arrive at a

stabilised approach on glidepath and on speed (stabilised) by a
certain altitude (Stable alt) thereby reducing thrust excursions
and variations to a minimum.