Golden, the problem may not be as simple as suggested.
Any additional energy due to speed additive before the threshold has to be dissipated during the flare and landing rollout. A general view may be that it is easier to slow down on the runway with brakes etc, than via drag in the air.
However some aircraft may encounter problems with nose-wheel first landings, others with delayed spoiler, braking, or reverse operation due to the higher speed-related lift delaying air ground switching. A mishandled attempt to achieve a firm touchdown could invoke more pitch than intended, even more float, or a bounce.
Another factor is that the flying technique might oppose the norm, the feel of the aircraft does not matched what little experience may be available, particularly in windy, gusting conditions which might require more attention to lateral-directional handling than is available for deviating from the normal pitch manoeuvre. Then you might get all of the axis wrong during the flare.
Aim to reduce speed at or before the threshold, how much to reduce, to carry into the landing, will depend on aircraft type and experience. Always use the higher speeds in landing distance calculation, a safety margin for what if; and remember the approach speed is a datum, plus or minus some value.
Aircraft certification requires a landing demonstration from Vref - 5, at the threshold and with fixed power (flight idle?), so there are more margins to be aware of, but should not be planned to be used.