A lot of great points posters have made. I think to answer OPs question, or to answer the generic question requires a little more info. Specifically, what's your level of training, recent experience, comfort/familiarity with airplane being flown and what aircraft are you flying.
In my opinion, spinning, maneuvering abruptly, or trying to melt the plastic bag is just asking to make a little problem into a big problem. Look into accidents caused by perfectly good airplanes taking off with passenger door open and pilots crashing perfectly good airplanes because they worried about the door rather than just flying normal pattern back to the runway.
If you are flying, for example, a 172 in which you have 300 hours and add a little power, maintain some reasonable pitch attitude and a notch or two of flaps and cut the power at the threshold, you should have no problem landing with 4000 feet of runway if you are anywhere near correct glide slope. I would think even a freshly minted private pilot of reasonable skill should be able to handle this.
Similarly flying a Piper Cub with which you were comfortable. Even if you were to fly full power down to threshold, flare and cut power, 4000 feet is plenty.
If you are a recently minted private pilot who trained in a 172 and just bought a Mooney Ovation in which you have 5 hours when this incident happens, different story. Fifteen knots above proper approach speed will lead to impressive floating and on a hot day, 4000 feet is not a lot of cushion. In this case I'd say set pitch and power as best you can to usual and keep ground speed (everyone has a GPS at least in their phone or ipad) on final at the usually approach speed and you won't come in too quickly (assuming winds aren't howling). Even if winds are howling, your ground speed is normal, so after touchdown (don't force plane down, wait for it to land) you will stop quicker than usual because of the wind. You will not stall this way, your airspeed will be higher than the ground speed by whatever the wind is.
Of course, you'd need to consider winds on downwind and base, since if the winds are blowning down runway, your groundspeed will be greater than airspeed.
In terms of doing this on BFR, great idea. It's easy to find an instructor in my experience who will pass anyone for their BFR. It's harder to find one who will really teach you something. When you find one of these, use them. Money well spent. If a good instructor fails someone on their BFR then I would suspect the instructor has saved them money and possibly their life. Worth it to correct whatever deficit(s) led to failure.
