@Noel

In addition to what’s been said already, I wouldn’t over think it and be set at being a a certain degree of pitch at a certain time.

What I mean by that is if your flying your chosen aircraft, are on glide slope with a proper configuration (speed/flap/descent rate, etc), the pitch of the aircraft will pretty much take care of itself. 

I just wanted to hash on the point that we don't fly a pitch on approach. In fact, pitch and power kind of falls to the wayside when it comes to jet aircraft unless you suspect unreliable airspeed. If that's the case, the AFM or QRH will give you numbers on what your pitch should be at different regimes and speeds.Your main target/focus on the approach will be aimpoint, airspeed, glide path and centerline/alignment. You are going to make sure you are tracking an aimpoint of 1000ft for light to medium jets and 1500ft for long bodied jets. You will keep the runway at that specific spot in the windshield. During your scan, you will make sure that you are on airspeed. You will also scan the GS, VPATH, visual and mental glide path indicators to ensure you are tracking that glide path. You will put that inside foot on the imaginary runway extension to stay aligned. Pitch will be a factor for your reference checks. It's a secondary confirmation that you are tracking the path and airspeed. Here's the thing about pitch. The pitch will change 1 degree for every 5 knots of airspeed. For example, in the DC10, we normally land with flaps 35. On approach, the pitch was 4.5 degrees on a 3 degree slope. If I glanced and saw 3.0, I'd assume I was either 7 knots fast or on a steep approach. The same if I saw 5.5. Must be 5 knots slow or on a shallow glide path. As you can imagine, it's easier and better to just track the airspeed and glidepath vs pitch.

Lets say in my mighty DC10, I am carrying 10 knots due to gusts on a 3 degree path. Mentally, I would expect a lower pitch and it would make sense during my cross check. I remember once working the radios and FMS and looked up at the ADI and saw about 5.5 on pitch. I looked at the airspeed and the PF was trending slow. This is where the pitch becomes handy as a cross check. It tells you to look at the airspeed.

Lets talk about the flare real quick. It is simply a 2 to 3 degree pitch change to your threshold pitch. Threshold pitch may be different from your approach pitch due to the speed bleed crossing the threshold. For example, in some jets like a Gulfstream, you bleed the standard VREF + 5/additives to cross the threshold at VREF. At this point, you will have a higher pitch at the threshold. There are some jets where you carry the REF + 5 to the flare. Normally, you will touch down threshold - 5 kts. In this process, you will have a definite flare. In the flare, you will feel a heavier yoke because you bled speed for the threshold and ground effect is also causing some nose drop. Airbus and other fly by wire aircraft simulate this by running the pitch trim down to simulate this effect. Slippery jets, like a G550 or 787 will be at the 2 degree pitch change. The G550 has a 2 degree pitch on approach. Anything more a 2 degree pitch change or over 5 knots fast means a float or slight climb in the flare. If the power is not pulled to idle at 100ft, you will float as well. The AFM will give you the height to start the flare. In the gulfstreams, we start at the 20 feet call out.

Rick