The information in this chapter is specific to the pow - ered parachute land class. Refer to the  Seaplane, Ski- plane, and Float/Ski Equipped Helicopter Operations  Handbook  (FAA-8083-23) for information regarding  operation of a powered parachute category sea class  (PPCS) aircraft, as appropriate. A normal approach and landing involves the use of  procedures for what is considered a normal situation;  that is, when engine power is available, the wind is  light or the final approach is made directly into the  wind, the final approach path has no obstacles, and the  landing surface is firm, level and of ample length to  gradually bring the powered parachute to a stop. The  selected landing point should be beyond the runway’s  approach threshold but within the first one-third por - tion of the landing area. So you may better understand the factors that will  influence judgment and procedures, the last part of  the approach pattern and the actual landing will be  divided into five phases: the base leg, the final ap - proach, the roundout, the touchdown, and the after- landing roll. The manufacturer’s recommended procedures, in- cluding powered parachute configuration, center of  gravity, and other information relevant to approach- es and landings in a specific make and model pow - ered parachute are contained in the  Pilot’s Operating  Handbook  (POH) for that powered parachute. If any  of the information in this chapter differs from the  powered parachute manufacturer’s recommendations  as contained in the POH, the powered parachute man- ufacturer’s recommendations take precedence. The placement of the base leg is one of the more im- portant judgments made by the pilot in any landing  approach. [Figure 11-1] You must accurately judge  the altitude and distance from which a gradual descent  The base leg should be continued to the point where  a medium to shallow-banked turn will align the pow- ered parachute’s path directly with the centerline of  the landing runway. This descending turn should be  completed at a safe altitude that will be dependent  upon the height of the terrain and any obstructions  along the ground track. The turn to the final approach  should also be sufficiently above the airport elevation  to permit a final approach long enough for you to ac - curately estimate the resultant point of touchdown.  This will require careful planning as to the starting  point and the radius of the turn. Normally, it is recom- mended that the angle of bank not exceed a medium  bank because the steeper the angle of bank, the faster  the powered parachute descends. Since the base-to- final turn is often made at a relatively low altitude, it  is important not to do radical turns at low altitude. If  a significant bank is needed to prevent overshooting  the proper final approach path, it is advisable to dis - continue the approach, go around, and start the turn  earlier on the next approach rather than risk a hazard- ous situation. Drift correction should be established and maintained  to follow a ground track perpendicular to the exten- sion of the centerline of the runway on which the  landing is to be made. Since the final approach and  landing will normally be made into the wind, there  may be somewhat of a crosswind during the base leg.  This requires the powered parachute be angled suffi - ciently into the wind to prevent drifting farther away  from the intended landing spot. will result in landing at the desired spot. The distance  will depend on the altitude of the base leg and the  effect of wind. When there is a strong wind on final  approach, the base leg must be positioned closer to the  approach end of the runway than would be required  with a light wind. You should strive to fly a constant  ground track on base leg. Normal Approach and Landing Base Leg 11-1