That is why I included the possibility that, similar to AA1420, the aircraft got high in the very last stages of the approach during the "inside to outside" perceptual transition, in darkness and heavy rain.
Nor do we know the power settings across the threshold, either but I wonder - will the N1s be low to idle indicating a higher than normal threshold crossing height, or will we see N1s reducing and then, if the autothrust was still engaged, increasing again in response to autothrust commands to maintain the approach target airspeed; - we do not have that information and cannot discount either notion.
PJ2,
These are both very possible explanations. Most of us have seen both occur one time or another, though fortunately not with the same outcome. I've certainly witnessed approaches, especially in strong crosswinds, where the PF got so absorbed in handling one aspect of control that another, such as thrust managment, was totally forgotten in the moment even with, in the case of the 'bus, repetitive autocalls of "Retard".
ELAC