Since excess height is a lot easier to spot than excess speed, isn't this the biggest argument for nailing the POH approach speed from the top of final approach?
Sounds reasonable to me... Nailing everything is the best though....
If you're too high, you can slip the speed off, should you choose that technique. Otherwise, you're going to have to add drag somehow, or speed up. Though not a physics expert it seems simple, whatever you carry in excess over the end of the runway, you'll have to get rid of, to come to a stop. Other than a change in configuration, that will translate directly into runway length used.
Personally, I am more likely to fly an approach in an unfamiliar aircraft or into a tight spot, which much more "eyes out" and by feel, rather than watching the airspeed indication. Once setup in configuration, and on speed, I will generally fly the rest by feel, only looking back at speed if I have a concern.
I recall landing a Grand Caravan into my home runway last summer, in probably my third or fourth landing ever in a Caravan. My home runway is short and quite narrow for a Caravan, so I was really paying attention. My check pilot was too. After a respectable landing with adequate room all the way 'round, I looked over at my check pilot, who seemd a little rattled. "Nice landing" she said. "Thanks!". Then she said, but I was having trouble figuring out how you flew the approach at 50 knots...". "Huh?!" I replied. I realized that I had been flying by feel, and had no idea what my speed was crossing the fence, it just felt right. Then she told me she had looked over at my airspeed indicator late in the approach, and mine was indicating 25 knots more than hers, so she decided not to say anything. We confirmed after more flying that the right side ASI was way out, later found to be a pitot line leak.
By the way, for the sake of the original question, the Caravan is set up with some amount of braking ("beta", but let's not call it reverse) pitch setting at idle, so they really do come down power off. You can certainly land them quite nicely that way, but speed bleeds off quickly. It has the effect of tempting pilots to carry a bit of power mid approach, which is a good thing in a turbine, 'cause they take a little longer to spool up from idle, if you need a burst of power. It's part of the type familiarization to know that once (or if) to reduce the throttle to idle in the flare, it's going to slow down faster than many types. When gliding a Caravan at idle power, feathering the prop reduces the sink rate considerably (and feels like a good shove from behind).