inky13

Do have concern about the approach speed. If you get too slow, it could lead to an infavorable condition where you are sinking at a high angle of attack, thus making a go-around difficult, let alone landing. As said before, if you are too fast, that brings too much energy into ground effect, thus possibly causing a float or balloon.

Also have concern about maintaining centerline. Especially if you fly at an airport with parallel runways. You can find points on the ground that line up with the centerline of the runway to track over, that will help maintain centerline.

As for your specific questions:
1) This error can be from a root cause stemming way back in the fundamentals. Remember ground reference maneuvers? Specifically Rectangular Course? We practice that maneuver to develop proficiency in maintaining a constant radius from a reference on the ground. In this case, the reference is the runway. Use visual cues to keep yourself at a constant distance from the runway on downwind. Since you fly a cadet, a low wing aircraft, it is difficult to keep the reference in view. What you can do to assist you, like what I recommended for maintaining centerline on final, is to find reference points on the ground that are the same distance away from the runway. When you turn onto downwind from crosswind, take a look ahead on the ground and pick as many points as you can along a line 1/2 to 3/4 mile from the runway. Then while on downwind, make sure you fly the airplane over them. Also, find a reference far far far out on the horizon, keep the airplane tracking to that point.

2) Coming in fast on final may have something to do with getting the airplane set up in the first place. Remember, the key to a good landing is to make a good approach. Well, what precedes the approach is the traffic pattern, thus you'll need a good pattern to make a good approach. You begin a descent, usually, at beam the touchdown point while on downwind. At that point, get the airplane set up and stablized for the recommended configuration for that airplane (I've never flown the cadet myself so I don't know the profiles/configurations). Make sure you have it trimmed for this condition that you want it in. Make the airplane stablize at the airspeed for this phase of the pattern, with a consistent pitch attitude. Then, when turning base, another configuration change is usually done. Remember that with any change in power and/or flaps, you will have to re-trim the airplane for the correct pitch to maintain speed. A common error during the turn from downwind to base and base to final is inconsistent pitch attitude. This error stems from fundamentals as well--descending turns. I've seen many times where the pitch (nose) of the airplane drops down during these turns. This will result in an increase in airspeed as you come out of the turn, and requires more adjustment on your part to get back to where you want it. So as you turn, keep the nose at the same pitch attitude. Once you turn onto final, and as long as you have maintained a constant pitch during the turn, your airspeed should be fairly close to the final approach airspeed. Then you can configure the airplane for final (i.e. another notch of flaps). Now you will be doing a fine, smooth, coordinated dance with the throttle and pitch. Trim for the final approach speed with a constant pitch attitude that will keep you on the desired approach path.

3) The proper point at which to begin the power reduction and transition into the round-out and flare depends on the airplane. It will have to come with experience. Therefore, you will have to see when your CFI begins to pull out power and find a visual cue when this happens. For the cessna, this cue point when I teach it happens when the threshold of the runway dissappears behind the glareshield. See if you can find a visual cue like that for your airplane. Something that is consistent and would work for every airport. Therefore, don't pick a reference on the ground that you fly over, because that will only work for that runway only.

4) Not being stable on short final may be caused by a number of factors, especially since there are many factors that deem an approach a "stable approach". First off, pick a point at which you must be stable in order to continue the landing. If you are not stable by this point, then go-around and try again. For the school I work at, the stable point in 100 feet above the ground (again, find a reference point that defines this so you are not staring at the altimeter during the approach). It may sound like you would be going-around a lot, and waste money, but if you have a defined goal, you are more willing to acheive that goal. Now the problem is, how do I fix my un-stable-ness before I reach my "stable point" so I don't have to go-around all the time? Well, after reading 2) up there, if your final is still getting unstable, re-evaluate what is going on and what the airplane is wanting to do. What is going on: Is there a gusty wind that caused this unstable approach? If so, you will need to add a little airspeed to the final approach speed (adding 1/2 the gust factor is the common one). What is the airplane wanting to do that it is making me unstable? Is it slow? Then lower the nose to increase the speed, if this will make the airplane low, then add some power to maintain the approach path. These are just a few examples. If there is something that is consistent that is making you unstable, share that with us and we can provide you with more advice on stable approaches.

5) This kind of goes along with #3 and what previous CFI's have said on this thread. If your airplane is recommended to land without power, a proper transition from when you begin the power reduction to flare should end with your power at idle. That is, when you begin the power reduction, continue all the way to idle at a nice, smooth rate. And again, this will be dependent on the airplane as some airplanes react differently when power goes to idle at slow airspeeds. If it is recommended to land with some power, a transtition to that power setting should be made. That does not mean to stare at the tachometer to set exactly 1200RPM (or whatever it may be). With 60 hrs, you should have a pretty good idea at which amount of throttle yields such an amount of RPM. Also note what the airplane tends to do when you reduce power. Typically, the pitch will go down with a reduction in power. Anticipate this, especially now when you are close to the ground. When reducing power, you will need to increase the back pressure to overcome this nose down tendency. Otherwise, what I call "dive-bombing the runway" occurs. The nose will dip down towards the runway and the student will pitch up, rapidly, and the airplane ends up either floating forever or ballooning up.

6) I guess you answered this one yourself. Visual cues are difficult to master during landing. Your eyes should be on a point way way way down the runway during the transition from the approach pitch attitude through the level pitch attitude (roundout). During the flare, from level-ish to the proper touchdown attitude, slowly bring your eyes a little closer to the nose so you know where the runway centerline is and you can use your perreferal vision to judge height. Flaring too early/high may be a result of focusing too close (or focusing on your aiming point) on the runway, giving you the illusion that it is coming up fast on you. Flaring too late may be a result of focusing too far down (or at the horizon), where your perreferal vision is not able to sense the ground movement.

Something to note while on roundout/flare: Whatever the rate at which the ground is coming up in your perreferal vision should match the rate at which you apply the backpressure to touchdown. If you think about this--if you notice the ground is coming up nice and steadily, this means you are descending nice and steadily, so pitch back nice and steadily. If the ground in coming up fast on you, this means you are dscending fast, which means you will need to pull back faster to avoid smacking the runway. If the ground isn't moving at all, you are not descending, therefore you shouldn't move the yoke back at all (and consider a go-around if you are too high). Never never never never never never never (enough? -- no) never never never push forward on the yoke when you sense that you are not descending anymore. The slightest push of the yoke will result in a LARGE change in pitch, descent, and bounce! (possibly porpoise) So, whatever you take from the yoke, you keep. Never give it back.

7) I'm having difficulty understanding what you mean. But I think what you mean is that you want to keep your aiming point inn one relative spot on the window. Which is good! Keep in mind that this relative spot (we call the "Number Reference Point") should always be consistent from one day to the next. We actually draw our Number One Reference Point (#1RP) with a grease pencil at the exact spot on the horizon that the nose is pointing at, on the horizon, in straight-and-level flight. Keeping your aiming point on the #1RP doesn't gurantee you are at the proper pitch during the approach, however. Think of the two extremes: First extreme is that you are directly over the aiming point (runway) at, say, 500 feet agl. You point down to have the #1RP on the aim point. So now you have the #1RP on the aiming point, but you are pitched down 90 degrees! That won't work. you're too high! What if you are on a 1 mile final, but you are on the ground, same elevation as the runway. You'll have your #1RP on the aiming point, but you'll be at 0 degrees of pitch! You're too low! So, what you want is to have the #1RP on the aiming point, but your nose pitched down at the correct pitch attitude. In the cessna, having a two-finger space between the horizon and the #1RP puts the pitch where you want it. Try it out on your airplane.

8) If you ever feel that you are not fit to fly, don't fly! Please, this is Aeronautical Decision Making, it all begins with you. I don't care what your CFI says, if you're tired, sick, furious, etc. you are not safe nor are you going to learn. If my student tells me he/she is not fit to fly, I'll let them decide to go or not. Now, don't make it habitual, of course. If my student consistently shows up tired, they need to either get a later flight block or learn how to manage time and sleep better. I won't make them fly, but they will have to pay the no-show. Anyway, use the IMSAFE checklist and manage your risks before flying.

That is very unfortuneate that you've had to fly with so many different instructors, especially pre-solo. You are right, every single CFI teaches differently. You'll find many other CFI's will have other ways besides mine up there for 1-8. Find whatever works for you and stick with it! Just wait until you teach a CFI something.

Also, if anything I said is confusing, let me know, and I'll try to better explain or even making diagrams.

Most importantly while you fly and get your license: HAVE FUN!