Ah landings, the great adventure.
The most important thing that I've learned the 260 or so landings that I've done in my 9A in the past 2 years is that every one of them is a learning opportunity - especially the bad ones. While there is technique that works well in almost every case, it isn't one that can be defined with an airspeed or a pitch angle. So many variables - wind, runway type, length and condition, approach angle, traffic to name a few. Pitch angle alone is useless, if you pull the nose up to the point you can't see the runway ahead, one of 3 things will happen. If you are too fast you will climb and lose speed terrifyingly quickly, if you are too high you stop flying and drop it hard, if you are on speed and time it right you get rewarded with a decent touchdown.
I think any angle above your takeoff roll sight picture will work in most cases. The key point is that you delay the nose wheel contact to the ground as long as you can. If you can land with the nose wheel 3" off the ground and keep it there until you get below say 25 kt, great. Keeping the nose up is easier if it's higher. If you touchdown nose high and then relax the stick pressure, you'll find the nose drops down hard and fast, and probably bounces.
I'm not remotely close to being the most experienced, I've only flow 2 aircraft types (C172 and RV7/9). I like the RV, it's treated me better than I've treated it. Its behavior is quite learnable. If I were to simplify the landing process, 1) slow down as much as you can (<62KT on the 9A gives me the best results), 2) perfect the timing of the flare (no higher than you're willing to drop from), 3) pull back enough that your nose wheel doesn't touch and 4) keep the stick back as long you can (until the rudder is ineffective or you need to brake)