Date: 201706
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Manuals
Primary problem: Manuals

Narrative: On this particular flight; the acquired landing speeds from our approved takeoff and landing data booklet fell into the white band of the low speed awareness tape. While I don't recall the specific speeds; both Vap and Vref fell into the aforementioned part of our airspeed tape. After noticing the discrepancy; I referenced speeds for a higher weight category; which gave us speeds that were adequate with reference to the low speed awareness tape. I subsequently referenced our new MIN FIELD length based on the weight category I chose to get the adjusted speeds. We landed without further event.Concern:While not ALWAYS the case; the speeds that we currently utilize for approach and landing are sometimes out of sync with regard to regulatory compliance and company manuals. To be more specific; the Vap and Vref speeds are consistently falling into the low speed awareness tape; which raises threats to a level which; is unacceptable given the low-speed characteristics of our swept wing. Before we get specific with our recommendation; my understanding of the issue is based on the following:- Vap: Per the AOM (Aircraft Operations Manual) - The speed at which the approach must be trending towards at 1;000 feet above TDZE; and stabilized at no later than 500 feet above TDZE. This speed is defined as Vref + 5 knots; or Vref + wind correction (whichever is greater).- Vref: Per the AOM - The landing speed without any corrections. It is the final landing approach speed with the airplane configured for landing; and the airplane must be stabilized at this speed when crossing the runway threshold at 50 feet.- E-145 low speed awareness tape (white band): 1.23Vs (high end) to 1.13 Vs (low end).Regulatory Highlights:- Per FAR section 25.125 (which part 121 operators must abide by); the following is stated '...In non-icing conditions; Vref must be no less than 1.23 Vsr0...' Vsr0 is the reference stall speed in the landing configuration; which; oddly enough; coincides with the top of the white arc on the E145's low speed awareness tape. Said another way; based on these facts; we should never be bugging speeds that fall within any color band on the low speed awareness tape.Without reporting this issue; it is my fear that some of our crews will be put in a potentially dangerous situation by flying speeds that are too slow during the approach and landing phase of flight.Recommendations:- Contact Embraer and request clarification regarding best operator practices should acquire landing speeds fall into the low speed awareness tape.- Based on Embraers recommendation; develop a procedure for flight crews to follow should their acquired speeds not be compliant.- Contact other E145 operators to see what approved methods they have for dealing with this type of issue.Side notes:- See how the adjusted landing speeds we get from either Embraer affect the MIN FIELD length required.




Synopsis: EMB-145 Captain reported the acquired landing speeds from the approved takeoff and landing data booklet fell into the white band of the low speed awareness tape.