To reply to the OP and disregarding the tongue in cheek post I made on the fixed pitch thread, let me submit my 2 cents worth for consideration.
These suggestions will apply to a 6, 7 or 8 with a 320 or 360 and a 2 or 3 blade constant speed propeller.
With a CS prop, we have access to essentially a gearbox, you can liken fine to low and coarse to high gear. We normally start off in low, but we don't need to stop in low, more on that later. The main power indicator becomes the manifold pressure gauge as in typical flight regimes, the propeller speed will stay fixed as selected by you (which gear you are in). So as we depart in fine we transition up the gearbox to a mid range which we climb in, say 2400rpm. Old wisdom says you don't use higher MP than RPM, but it isn't completely true, so we will climb at 24/24 so nobody gets upset. If you are at altitude, you will already know about leaning and away from the highest power settings, leaning can occur fairly lowdown and saves you a buck or two. Cruise leaning is not for here, we are going to get onto pattern stuff very shortly.
At this point, let us have a chat about safety. Any tips and suggestions I may give here on in have been refined over some thousands of hours of small and large aeroplane operation. I ran 3 large single piston aeroplanes for skydiving for close on 10 years before I went commercial - never blew a jug, all three went to TBO. I taught the new guys, I coach guys now and do transition training. What do we start with - slow speed 101 at a safe altitude in a quiet area. Once we have explored the aeroplane's envelope at slow speed, played with stalls, experimented with large scale control deflections around the stall speed and figured how it talks to us, how it warns us and where it will nip us, we can go down. First few approaches never touch the ground - don't need to because we are concentrating on placement, approach gates and the view of the approach. Take out the anticipation of the imminent impact and it is amazing how chilled the first few approaches can be.
We now have lots of safety stuff tucked away before we get onto landings, but hey - back to the thread !
So, here we are around 25 miles out at a mid altitude, we will say 5,000' agl. We've enjoyed the flight, cruised at a mid setting of 23/23, it has cost us to get up to height, our t's and p's are nice and steady and we are ready to descend. We need to be mechanically sympathetic at all times to our engine, it is expensive and quite important in the collection of bits in the whole assembly, so we don't want to shock it or damage it. Once we start on down, we can leave the rpm where it is, it is going to do us well all the way down. MP can come down a tad, though not much, say 20" - let the engine keep producing power and let the speed increase, assuming the conditions permit and are smooth. As we descend, the MP will increase, so chase it down, but keep it at 20" as much lower will take too much heat out of the cylinder heads. Mixture can be brought back to rich, or appropriate for field elevation.
We now get to about 3 miles out and decide we want to join on the 45, so let's get back to pattern speed - say 100kts (I am going to stay in kts, add 15% for mph) and by slowly reducing MP to around 12" our rocket ship will change miraculously back into a Cessna by the time we get to the edge of the pattern. Quick review for your downwind checks, trim, don't get too wide, what if it coughs now, can we get onto the field ? You should now be at 100kts, around 12"/2300. If not - experiment up aloft to find your sweet settings, have an idea what does what at what speed. Dive down to a safe altitude at high speed, hold level and reduce power and see how long the decel takes, what power settings you use on your aeroplane to get to 100kts - bank that info.
By the time we are 30? beyond the threshold in aspect, start the base and inch out some flap, trim. Guys use seconds of travel - perfect, look out and see where they are, it needs to be about 1/3, trim. Let the speed bleed by reducing MP but unless you are up at max weight and into under 1500' runway, leave the prop where it is. We should be slowing to around 75kts now, trim - look and listen. Look at the aspect, listen to the engine, remember these, then you have go to memories to call on when turning onto final in future. Make the view look the same, make the sound about the same and guess what - bingo ! 75kts, stabilised - trim.
Now - assess, do we need full flap, probably not, squeeze a bit more out and leave it there. Quick scan, trim, feet correct, all final checks done, reducing MP, let the speed come back to around 70kts, trim, bleeding through 60kts over the hedge bring the power off, rounding out and - squeak, you are down.
Bummer - you bounced - probably a tad fast, a quick check of the attitude, maybe a squirt of power and deep breath... and land.
Nailed it - breathe and concentrate on the rollout and deceleration.
Don't like it, feel out of trim, off speed - anything, slooooowwwwllly apply power and go round. Use full throttle, bring the flaps up when safe and then after a couple of seconds, bring it back to around 23" for the climbout. Deep breath, another pattern and remind yourself that everyone else goes round now and again.....
This was a long winded way of saying relax, enjoy, don't hang your hat on definitive settings and rigid procedures, use playtime with an experienced pilot to open your mind and increase your experience level on your own aeroplane.
Recap........If in doubt, don't - go to a safe place, review, re plan and repeat. Have a laugh about it afterwards and talk things through with others who you respect.
Oh - and trim