As I recall, as you came across the fence, you eased back on the yoke slightly...as doing so, increasing thrust slightly. Then, as nearing the runway, we relaxed the back pressure...perhaps even pushing a bit on the yoke...and perhaps increasing just a bit more thrust. Such technique resulted on rolling it on at Vref +5 to Vref +10 or so.
I have not flown a 727 so cannot comment with authority on the burst of power technique mentioned. But many times in flying the 737 series I have seen pilots flying a perfectly stable approach and as they flared they would quickly advance the thrust levers a couple of inches giving a burst of power then just as quickly close the thrust levers. It made no difference to the landing impact but merely extended the touch down point.
When questioned about this "technique" they said the burst of power helped cushion the flare. Maybe they had flown the 727 in another life? I was mystified by this nonsense and suggested they were wasting their time since all it did was to increase the float because of the extra speed - which in turn caused the aircraft to land further into the field.
In the 737 it a completely unnecessary maneuver and was often done as a old wives habit. This burst of power at the flare is occasionally seen in the simulator and it is hard to convince some pilots that they are fooling themselves.
One explanation of some of the early spate of 727 high sink rate accidents was the fact that in the airline seniority number system in USA,when a new type was introduced, the unions insisted that the most senior pilots get first crack at the new type. This was because of company and union seniority that also gave them the increased salary associated with any new type.
In those days, most of the older pilots with their high seniority number were previously captains on heavy piston engine airliners like the DC6, DC-3, Stratoliners, Constellations and similar. In other words the cream of the old big radial engines era. These pilots with their thousands of hours on relatively benign aircraft with big propellers, would have run into great difficulty learning an entirely new engine handling technique on jet turbines.
Closing the throttles towards idle on a large piston engine aircraft at 100 feet or higher above the runway, especially with extra speed in hand, would pose no serious danger of high sink rate and loss of energy in a DC-6. Try that in a 727 and a heavy landing was assured. The relatively slow spool up times from closed throttle setting of the early JT8D engines would have caught many senior pilots by surprise.
The danger was the older (seniority reigns supreme, remember) captains of that era would instinctively revert to piston engine throttle handling if high or unstable on late final and reduce thrust far too much for safety in the 727. By then a high sink rate would occur and with no prop blast over the wings to increase lift, the 727 was simply smash into the runway while the engines were spooling up.
A similar type of problem exists today when some older captains convert from well known jet transports like the 737 to the sophisticated flight management and fly by wire operation of the Airbus A320. Some are unable to learn the completely new concept of button pushing since the A320 and similar are automatic pilot dependent from lift off to short final. The actual flying of the side-stick aircraft is easy but the learning experience on highly technical flight management systems can have an overwhelming effect on otherwise highly experienced pilots. So they fail to complete the simulator training.