Like the Bearcat, it is amazing for how fast it is in cruise and top speed, that the approach speeds are so low, and how easy it is to control at both low and high speeds.
In one of the modern pilot reports I have on the Tigercat, the author mentions, on his first flight in the aircraft, throttling back to just 22-inches MP on descent, and still indicating 240-kts, and as such, expressing some concern at that point about being able to slow-up enough for gear speed. He goes onto say, however, that with a roll into a steep turn from an overhead break, the speed bleeds off nicely and that the first notch of flaps can be applied at 225-kts if needed. The author/pilot notes that the safe gear speed is actually exceptionally high, at 250-kts (!), but that the nose strut won't lock down above 180-kts, and so that is the speed at which point the gear is selected down. The second notch of flaps is applied at 150-kts while turning base, and full flaps are selected at 130-kts while turning final. Flying the aircraft for the first time, and with a 7000-ft runway, the author mentions that he used 110-kts on final approach and notes that this is 10-kts more than the book speed - with many more flights under his belt, he goes onto say that he is now fully comfortable using approach speeds down near 90-kts (the other pattern/base-to-final speeds probably being a bit lower as well). One of the landings that the author practiced, was having one of the engines set at 15-inches MP and 1500-RPM, to simulate an engine failure, and he notes that this condition is still easy to handle with ample rudder control (and with very effective trim control) and that the other engine has more than enough power to continue flight and even climb.
As is described in the bit from the pilot's manual that Milton posted above - "As soon as the airplane is leveled out above the runway, the elevator stick forces increase considerably." - due to the small elevators, all Tigercat pilots describe having to use two hands on the stick to hold the nosewheel off the runway after touchdown - it is only at this point that such effort is required, as otherwise pitch control is very responsive in normal flight.
BTW, the author of the pilot report I reference above is Tony Ritzman (Aero Trader co-owner), who of course has many hundreds of hours flying B-25's. Here is what he states about his first take-off and flight in the Tigercat, having only ever flown twin-engined bomber types:
"I move the throttles to 30-inches MP, scan the instruments and release the brakes. I move the throttles to 48-inches and work the rudder to keep the nose straight. First observation: This ain't no bomber! The aircraft is accelerating through 100 knots and we are smoothly lifting into the air. Second observation: S**t, this ain't no bomber! I instinctively signal gear up with my thumb (bomber mentality) and then remember I am alone. As the gear comes up and locks, the aircraft is accelerating through 170 knots and we are just passing the end of the runway. Power coming back for climb, and climb it does. We are at 2500 feet in less than a minute and at cruise power I am already indicating 200 knots! Third observation: This ain't no bomber!"