Close the throttle all the way crossing the threshhold, marginally before you start the flare, and always remember the flare is not a single pull of the control column to check sink - it's a steady, almost continuous, slow rearward movement of the control column. If you run out of flying airspeed too high, just a small burst of power will slow the rate of sink.
I certainly do not disagree with this, and it is one good way to perfect landing technique. With respect to Captain Stable, I will offer some additional thoughts...
Once you begin your flare in a tricycle aircraft (assuming no major or sudden changes in power) the motion of the pitch control will always be a pull, or slight pause between pulls. Never a relaxing or push (unless you encountered a sudden incredible gust of wind). This pull will continue as appropriate to maintaining the desired pitch, until there is no elevator effect at all, by which point, you are safely rolled out on the runway. Therefore, I would expect to see on most types (Tomahawks excepted) the controls being held full back until you've cleared the runway.
Couple this, with a careful effort to prevent the aircraft touching the runway as long as you are able. This will result in a stall warning system actuating. That's a good thing. Your objective is to enter a stall inches above the runway. You'll never have recover the stall, because the aircraft will have settled on very nicely first.
When you practice stalls at altitude it's to gain experience in handling the aircraft at very low speeds, recognizing the appraoch to stall, and learning how and when to recover. Of course, only a fool would deliberatey enter a stall tens of feet off the ground, but entering inches off a runway with length ahead of you is perfectly fine.
Stalls happen at an angle of attack, not so much a speed, though there is a relationship. Stalls will happen, independant of power setting, thus we practice power off and power on stalls. For the purpose of this discussion, let's consider the power on stall only to be a partial power stall, we'll stay away from full power stall...
So why only practice power off stalls at the runway? Partial power stalls work well there too. As a pilot once told me, "we practice flying for hundreds of hours, we pracitce flaring for only seconds". You can get more pratice in the flare by stretching it out. Certainly, runway length is a consideration, so assure you have enough. While nicely established in the flare, add a little power, so as to have affected the characteristics of the aircraft. You will lengthen your opportunity to learn how the aircraft handles in the flare. As you progress, you will find that the aircraft can be landed at higher power settings quite nicely.
So what's the point of landing with power? You will learn the techniques of gentle landings, because you've stretched the flare to just the right point. You will know what the plane will feel like should you decide to delay your touchdown, so as to be further down the runway (maybe because you saw a soft looking spot in the grass at the last second). You will also work toward confidence, should in be necessary to go around from the flare, or after just having touched at a stall (wildlife ran across the runway in front of you).
As a pilot of a powered airplane, it is necessary to perfect landing without power ('cause you're going to have to one day...), but it's also your responsibility to learn to use all of the aircraft's capabilities in combination to maitain safe flight in a variety of circumstances. Some of those circumstances involve your intended landing point needing to change at the very last second. These techniques also work should you choose to want to "feel" the landing surface with the wheels, without committing to land. But that's a technique for another discussion, and only with qualified mentoring.
Pilot DAR