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.  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 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.  Steep Angle  Alternating Turns  Power-Off Accuracy Approaches 34 Normal Final Approach Steep Normal Approach Speed Approach Decrease speed and intersect normal Touchdown Figure 11-29. Steep approach—steep angle technique. 11-21