The problem here is that Airbus design takes the pilot out of the picture. A connection between thrust-levers would make it difficult for a quick EGT ajustment on a hot-engine (for example). On an auto-throttle system that moves respectively with the power, this would not have happened because the pilot would know when the engine is accelerating with his hands. On the Airbus during normal flight the Thrust-Levers are fixed on the CLB detent until flair. As the pilot is flairing for touch-down he cannot know what the power is doing because he cannot look down to see, and a warning "retard, retard" triggers and so the pilot must reduce both levers to idle then reverse on touch-down - This is what did not happen. The pilot did not know the power was increasing. He did not realise that one Thust Lever was advanced or faulty, and thus could not know its power because he must be looking out to maintain center-line. On the other hand the co-pilot during roll-out must read ground-spoiler and engine reverser deployment and auto-brake action. The co-pilot at this point could not interpret whether the engine without the reverser deployed would have a abnormally high N1 (EPR) power because he cannot compare with the other engine (which is on reverse thrust). It is very dificult to know what is going on when flying the airbus just by feel. You always have to read everything on the FMA and ECAM!
Regards
A320 pilot