final approach long enough for the pilot to accurately estimate  the resultant point of touchdown, while maintaining the  proper approach airspeed. This requires careful planning  for the starting point and radius of the turn.  [Figure 11-3] Normally, it is recommended that the angle of bank not  exceed a medium bank because the steeper the angle of bank,  the higher the airspeed at which the aircraft stalls. Since the  base-to-final turn is made at a relatively low altitude, it is  important that a stall not occur at this point. If an extremely  steep bank is needed to prevent overshooting the proper fi nal  approach path, it is advisable to discontinue the approach, go  around, and plan to start the turn earlier on the next approach  rather than risk a hazardous situation.  to maintain the descent angle at the desired approach  airspeed.  The descent angle should be controlled throughout the  approach so that the aircraft lands in the center of the runway  at the aiming point, as discussed earlier. The descent angle is  affected by all four fundamental forces that act on an aircraft  (lift, drag, thrust, and weight). If all the forces are constant,  the descent angle is constant in calm air. The pilot can control  these forces by adjusting the airspeed and power. The fi nal  approach sequence is shown in  Figures 11-4  through  11-8. After the base-to-final approach turn is completed, the  aircraft should be aligned directly in the extension of the  centerline of the runway. The objective of a good fi nal  approach is to approach the runway with suffi cient energy  (manufacturer’s recommended airspeed) to land at or  beyond some predetermined point. The landing area should  provide sufficient runway behind for variations in approach  conditions and runway ahead to allow either a full stop or a  go-around if needed. If there is a crosswind of any kind, the aircraft should be  pointed into the wind slightly (see the Crosswind Approaches  and Landings section). Focus should be to keep the ground  track aligned with the centerline of the runway or landing  surface, so that drift (if any) is recognized immediately. On  a normal approach, with no crosswind drift, the longitudinal  axis should be kept aligned with the runway centerline  throughout the approach and landing. In a descent for final approach, if the WSC is slowed with  an angle of attack that is too high and without an increase  of power, the aircraft settles very rapidly and touches down  short of the desired area. For this reason, the pilot should  never try to stretch a glide by applying forward control bar  pressure alone to reach the desired landing area. Because this  brings the speed below the minimum drag speed, the gliding  distance decreases if power is not added simultaneously.  After aligning the aircraft with the runway centerline, speed  is adjusted as required for the desired rate of descent. Slight  increases in power, if lower than expected, may be necessary   Final Approach Runway Figure 11-3.  On base preparing to turn onto final. Figure 11-4. Turning from base onto final. Figure 11-5.  Lining up on the runway centerline and maintaining  position. 11-4