Bombardier is not as strict about the operation of the aircraft than other manufacturers and gives its customers many liberties in designing their own OM-B. So when I write about SOPs in my company, they need not apply to other companies at all. The general spirit is likely the same, but in details, there may well be substantial differences.
I will refrain from discussing such SOPs from now and leave that to any interested FlyBE colleague.
The DH8D is generally considered not an easy aircraft to land. Reasons for this are e. g. the large speed spectrum between plain Va and Va+20 on short final, the differences in approach pitch both due to these speed differences and different flap settings (with Va and flap 15°, a pitch of 2-3° is not untypical while flap 35° and Va-ICE may show a pitch of -3 to -4°, both in a stabilized final approach). Also the flap setting makes a world of difference: while with flap 15°, drag is rather low and an early (ish) power reduction is appropriate, flap 35° will not only result in some background buffet but also lend the aircraft a drag coefficient of a proper Amish barn. Careful handling of the power levers is required. Also the prop RPM makes some difference; speed control is much more responsive with higher RPM than with lower (compare a car at 1st speed vs. 4th). And to top it up, a pitch at touchdown of -0,5° may result in a nosewheel landing while from +5°, you are in tailstrike territory. Not much wriggle room there.
Bleeding off the speed is therefore not so much a function of the flare height but of power lever handling; the same can be said for the length of the flare, although here the height comes into play as well. Using power to break the descent works on the type as well but is sternly frowned upon by my company at least due to the unpredictable influences on landing performance.
I find that starting a flare in 30-50ft, simultaneously raising the nose and slowly reducing power as needed, thereby assuming the desired pitch for landing and adjusting the sink rate via power, works rather well on this aircraft and results in power-off touchdowns, some soft(ish), some more noticeable.
All this is of course fine and dandy in theory, but then along comes such a weather as the colleagues encountered at AMS. The most thought-out and well flown roundout and flare can quickly go south when a nasty gust shows up at the right time.