Much the same as mentioned.
- I like entering the downwind (1000' AGL) abeam the runway's departure end at 120K with flaps 1/3. I'm typically decelerating with the power at 17 to 19" MP.
- At mid-field, "landing gear down", and the power doesn't change.
- I apply 2/3 flaps near the turn to base. I consider the flaps "flight controls" and use them to manipulate my glide path from pre-base to post-base. I don't have a problem deploying them partially or while turning, and sometimes I might partially retract them to maintain the desired glide path; but post-base leg, they are at 2/3 with speed at 100K. I rarely touch engine power. If I do, I goofed up.
- Same relationship with the application of Full flaps, but with the position being on the final. I want that completed at 500' AGL with speed at 90K.
- I use a GUMP checklist rather than read or listen to one. I want my eyeballs outside and my ears on the appropriate COM frequency.
- On final and once landing is assured, I slowly decrease my speed while achieving my touchdown reference. I typically hear the stall warning "chirp" immediately before touchdown.
I'm working with a guy now, checking him out in the Skymaster. He is already a ME guy but has been flying SE airplanes for several decades. During that period, he has been light on instrument flying, and the goal is to be very proficient in flying the 337 in VMC or IMC. I fly with power and pitch, and the attached table works really well for getting down to the runway without goofing around out on the approach. It doesn't matter whether the airplane is being hand flown or flown by the autopilot. Everything is very smooth.