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##  Steep Angle 

For situations in which an increase in the descent angle is needed for the intended landing spot, the normal procedure is to increase speed above the best L$_{D}$ speed in order to descend. The greater the speed is, the greater the parasitic drag and descent angle. 

Each design has different descent rates based on the parasitic drag of the wing and carriage. For example, a single surface with an exposed crossbar wing and a stick carriage (no streamlined cowling) increases the descent angle quickly because of the dramatic increases in drag with increased speed. A double surface wing with a streamlined carriage does not develop parasitic drag as fast with increased speed and is less able to achieve a steep angle with increased speed. The pilot should understand that this characteristic is unique to the make/model being flown. This steep angle technique is the optimum steep approach procedure because the aircraft is lined up on the runway and the pilot can easily judge the glideslope using the stabilized approach method covered earlier. [Figure 11-29] 

Increase speed as required to obtain the descent angle for the intended touchdown point. Use the stabilized approach technique to obtain the increased angle for the aiming point. At the higher speeds and greater descent, slow to the normal approach speed, intersect the normal fi nal approach path, and perform the landing required for that particular situation (calm air/crosswinds/turbulent air). As the student gains proficiency at steep approach techniques, the altitude to transition from the high speed steep angle to the normal approach speed can be lowered and eventually combined into one continuous roundout for landing started at a higher altitude than the normal approach and roundout. For this situation, note that with the increased speed the roundout 

covers additional distance that should be accounted for as the speed is decreased. 

##  Alternating Turns 

If at a height at which a steep approach is necessary, but the aircraft is too high to obtain an angle steep enough to make the intended landing area, alternating turns can be made to decrease altitude to a point at which the steep angle technique could be applied for the remainder of the descent. These alternating turns should be performed no lower than 400 feet above ground level (AGL). The turns should be an equal distance from the runway centerline extension to keep track and maintain the relative position on the runway centerline. The bank and direction of turns across the runway centerline should be determined by how much altitude must be lost to position the WSC aircraft for utilization of the steep angle technique for the remainder of the steep approach, if required. [Figure 11-30] 

##  Power-Off Accuracy Approaches 

Power-off accuracy approaches are made by gliding with the engine idling through a specific pattern to a touchdown beyond and within 200 feet of a designated line or mark on the runway. The objective is to instill in the pilot the judgment and knowledge of procedures necessary for accurate fl ight, without power, to a safe landing. This simulates procedures for an emergency engine-out situation. The ability to estimate the distance an aircraft glides to a landing is the real basis of all power-off accuracy approaches and landings. This largely determines the amount of maneuvering that may be done from a given altitude. In addition to the ability to estimate distance, the ability to maintain the proper glide while maneuvering the aircraft is required. 

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