At least in my airline, this approach would the kind considered as a case study of poor handling skills and lack of assertiveness from the pilot not flying.
It may be the case that the airline involved have more relaxed procedures regarding stabilised approach criteria and flap blowback.
Anybody thats spent more than a few hours in a 737-700/800 knows that any extended period with average thrust well beyond 60% will be far in excess of what is required. Of course there may be periods where reacting to a shear that thrust may be lower or higher but the thrust barely goes below the datum setting at of around 55-60% whilst staying far above that for almost all of the final approach - even during and approaching blowback.
If we look at the ROD in the final stages its between around 300fpm and then all the way to a sustained 1500fpm!
Like the previous poster says, every now and again you can have a bad day at the office, but to consider this an approach to be proud enough to put on youtube... madness in my opinion!