For anyone who has flown a glider, it is common practice to accelerate from one's best glide/min sink airspeed on final approach. Typically this might be to add 15 knots (plus half surface wind speed if it is particularly windy or if there are gusts) to one's final approach airspeed. This is to give you some margin against wind shear/turbulence so that you don't end up inadvertently stalling, but also to increase the effectiveness of the controls so that you can flare sufficiently to control the rate of descent on touchdown.
The same applies to powered aircraft, both in a glide approach and a forced landing. For a powered approach it is less critical as slipstream will usually increase the effectiveness/authority of the elevators so as to allow a flare. This is not always the case, say with an aircraft with a T tail, or with a twin-engine aircraft, so be warned....
MB