Airmanship dictates a power off touchdown so the AFM landing charts arent invalidated, UNLESS a loss of airspeed associated with sudden unexpected decreasing headwind/increasing tailwind dictates power be carried through the flare, and in extreme cases (-10 to-15 kts) to touchdown.
Ive flown a few heavey types like the 18-wheel whale, FLUF, and 727 and landed them like any other bloodey aeroplane. At the right height start closing the throttles while initiating the flare and touchdown at idle power.
It might be useful to note that, while not an AFM P-chart consideration, reverse generaly wont be available past the first interlock until the engines have spooled down to a pre-reverse value. That will seem like eternity if you happen to be slipping and sliding down a rain-soaked runway equivalant to the length of a cricket pitch with the maxurettes (anti-skid) twitching like crazey.
Landing with power on is like braking a car to stop while your other foot is still on the acellerater. Its a sloppey practice and doesnt beget confidence in others if a landing with a busted-up aircraft onto a very short wet runway be called for one day.