Since we got onto the subject......
1. Engine thrust will affect nose pitch - absent any corrective input from the pilot, auto-trim, or other sources - based on the engine location relative to vertical CG.
It has nothing to do with where the engine is relative to the wing, although it is obviously probable that an engine below the wing will usually also be below the CG.
E.G. - Twin Otter - engine thrust line essentially level with high wing. Power reduction (with no other corrective change in controls) will result in brief pitch UP because the engine is above the CG.
--------------------------
@oceancrosser: The 737-800/900 have been mentioned (specifically on this forum with regard to AA 331 in Kingston, 2009) as being a bit hotter on landing due to the stretch overhang behind the wing requiring a flatter flare to avoid a tail strike.
You might want to check your stats and make sure you've factored out the 800/900 accidents in analyzing the shorter versions. In addition, accidents like Mangalore, where the aircraft type was mostly irrelevant to an overrun primarily caused by a grossly unstable final approach.
You may be absolutely right - but I'd want to be sure the data is appropriately "filtered" for other factors before drawing a conclusion.