A mixture of aircraft doing normal powered approaches and others doing glide approaches is tricky at a controlled GA field. Back in my day at least some instructors would notify or even "request" a glide approach. A C152 on a windy day barely passed abeam the threshold before turning base from 1000 ft. But we managed most requests.
Please forgive a little indulgence in the history and principle of early ab-initio practice forced landings and how and where they were conducted before and after World War 2 at all aero clubs, the RAF and RAAF.
Glide ( known as power-off landings) approaches from the circuit and practice forced landings involving gliding after engine failure, were two entirely different exercises in flying training. The first was considered a normal approach and landing technique from a circuit. The second was done in the training area from various altitudes where an engine failure was assumed to have occurred and the pilot was forced to adopt a glide to reach a field and land.
The discussion subject here is glide approach and landings
at an aerodrome. You can easily conduct a glide approach at a busy airfield. For example, if an aircraft ahead of you has extended downwind and you are forced to follow him for separation, you simply maintain circuit height behind him. When on final approach
and still maintaining circuit height and you intercept your descent point, then simply close the throttle and glide in.
The glide approach angle in light singles is around 5-6 degrees or more in strong winds. Similarly if you detect an undershoot on final while conducting a glide approach then all is not lost. All you do is apply power and stop descending and fly level until you have intercepted what you judge to be the right time to close the throttle again, then simply do just that and hey presto there you have your glide approach.
That was taught many decades ago and has not changed in principle.
If you finish up high while attempting a glide approach and you already have landing flap down, then go around.
As mentioned earlier, a glide approach from a circuit was never meant to be a practice forced landing. Yet most instructors still erroneously teach it as just that and get the student to cut the throttle either abeam the downwind end of the runway or on the turn to base leg. In turn, that can cause a separation problem and is why several years ago it was SOP to let ATC know what you were up to for separation reasons. All that was quite unnecessary and based on the premise it was indeed a practice forced landing during the conduct of a circuit.
The practice forced landing is an entirely different exercise and was always designed to be carried out from various heights in the training area - and not as part of circuit training.