The best advise is practice. After the first 10,000 touch and go landings, the next 20,000 or so were because I enjoy the process. On days with zero wind with no other airplanes in the air, I like to do to stall turns at each end of the runway with a touch and go in the middle. Easy to do 6 to 8 landings a minute doing this, but the pucker factor can be very high. Done right, and you are on the verge of a stall as you pull out of the dive and flair for the landing, and the stall turn is done low enough ( 50-75 feet) so you don't pick up too much speed to land. Of course, you have to have a plane that you know quite well.

The second thing necessary for great landings is an airplane that is properly set up in terms of balance and decalage, including engine thrust. Nose heavy airplanes arrive at the ground, where a balanced airplane is able to flair gently. Not having the engine thrust line correct makes it difficult to smoothly add or subtract power to extend an approach. Making repeatable landings has a lot to do with minimizing the pilot's workload, and it all depends on how well you have trammed the airplane.

Learn how to fly on the "backside of the curve". Google the term if you have never heard of it. The reason I mention it is that airplanes have a speed and power curve that results in level flight. At the bottom of the curve is the minimum power that an airplane can maintain level flight. Normally people land at a power and speed to the right side of this point. So if you add power, you speed up and climb, or if you add more elevator, you also climb. Where people get in trouble is that sometimes they enter the left side of the curve, the so-call backside of the curve. Over there, the airplane starts acting strange. Up elevator causes the airplane to loose altitude and you are very close to a stall. You can not flair from the backside with the elevator, and if you have used up all your altitude before getting out of this condition there is only one option that will prevent a crash landing and that is adding power and decreasing the elevator. If you enter this condition while dead stick, you have to release back pressure on the elevator while you have altitude and gain some airspeed.

So the backside of the curve is evil, right? Well it does have it's place in energy management during a dead stick landing. If you are high over the field it's best to just circle around for a landing, with maybe a couple of "S" turns to burn off excess energy on the approach. But what if you are too low to complete a circle qne will go long? Slowing down to the back side will allow you to make a much steeper approach to the runway without picking up speed and is easier than doing a slide slip or forward slip. Just remember to release the elevator to pick up speed at the bottom so you can flair for the landing.

The final thing is to learn how to adjust for wind conditions. If flying on a gusty day, land with a bit faster airspeed. If you are deadstick, you glide a greater distance with a higher airspeed. If you are unsure of your fuel supply or engine reliability, fly upwind, stay up wind. Get downwind, and you may end up in a corn field instead of the airfield.

And practice. Both normal landing and dead stick.