After a couple of expensive wheelbarrow incidents, we did a thorough review of approach and landing techniques in the PA28 Cherokee and Warrior II.
First the normal powered approach technique. After rolling out of the fianl turn, select FULL flap, adjust the pitch attitude and TRIM to the approach speed. Then aim precisely at the touchdown spot and 'point-and-power' all the way to the flare.
Now the speeds:
Cherokee 140C: Normal 70 mph, Flapless 75 mph, Glide 85 mph reducing to not less than 75 mph once full flap has been selected.
Warrior II: Normal 65 kts, Flapless 70 kts, Glide 75 kts reducing to not less than 70 kts once full flap has been selected.
These are MAX AUW APPROACH speeds derived from the POH, not 'Threshold' speeds. They are maintained all the way down to the flare, whereupon you stop looking at the IAS and concentrate on the landing. DO NOT add 5 kts for 3 people or more or add anything extra for strong winds, otherwise the ac will float - which you do NOT want to happen in a stiff crosswind.
Since adopting these new, lower speeds we have had no more landing problems. The guidance used to be to use the speeds as threshold speeds and to fly 10 kts/mph higher on the approach. It had also been recommended to add 1/3 of the wind above 15 kts and another 5 kts/mph if there were 3 or more on board. This just led to people trying to flare at 80-85, ballooning, bouncing and trying to contain an out of trim force as they tried to land - then running out of strength/patience and pitching the ac onto its nosewheel. It was utter boŁŁocks resulting from heavy/jet aircraft techniques being applied incorrectly to light SEP aircraft.