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toward the outside of the turn as the nose pitches down because the outside wing stalls before the inside wing. If the glider is skidding toward the outside of the turn, it has a tendency to roll to the inside of the turn because the inside wing stalls first. If the coordination of the turn at the time of the stall is accurate, the glider’s nose pitches away from the pilot just as it does in a straight flight stall, since both wings stall simultaneously. The configuration of the wings has a strong influence on exactly how a glider reacts to different airflows. The safe approach is to fly the specific glider into these situations at higher altitudes to determine how that glider reacts. The glider pilot should commit those newly discovered prestall conditions and indications to memory to avoid those conditions at lower altitudes where recovery is improbable or impossible. 

Glider pilots enter an accelerated stall demonstration by establishing the desired flight attitude and then, with smooth actions, firmly and progressively increasing the AOA until a stall occurs. Because of the rapidly changing flight attitude, sudden stall entry, and possible loss of altitude, it is extremely vital that the area be clear of other aircraft. Entry altitudes should be adequate for safe recovery. 

Actual accelerated stalls occur most frequently during turns in the traffic pattern close to the ground while maneuvering the glider for the approach. The demonstration of an accelerated stall is accomplished by exerting excessive back elevator pressure. It usually occurs during improperly executed steep turns, stall and spin recoveries, and pullouts from steep dives. The objectives are to determine the stall characteristics of the glider and develop the ability to instinctively recover at the onset of a stall at other-than-normal stall speed or flight attitudes. An accelerated stall, although usually demonstrated in steep turns, may actually be encountered any time excessive back-elevator pressure is applied and/or the AOA is increased too rapidly. 

From straight flight at maneuvering speed or less, the glider should be rolled into a steep banked (45° maximum) turn and back-elevator pressure gradually applied. After the bank is established, back-elevator pressure should be smoothly and steadily increased. The resulting apparent centrifugal force pushes the pilot’s body down in the seat, increases the wing loading, and decreases the airspeed. Back-elevator pressure should be firmly increased until a definite stall occurs. 

When the glider stalls, recovery should be made promptly by releasing back-elevator pressure. If the turn is uncoordinated, one wing may tend to drop suddenly, causing the glider to roll in that direction. If this occurs, the glider should be returned to wings-level, straight flight with coordinated control pressure. 

A glider pilot should recognize when an accelerated stall is imminent and take prompt action to prevent a completely stalled condition. It is imperative that prolonged stalls, excessive airspeed, or loss of altitude, and spins be avoided. 

## Crossed-Control Stalls 

The objective of a crossed-control stall demonstration maneuver is to show the effect of improper control technique and to emphasize the importance of using coordinated control pressures whenever making turns. This type of stall occurs with the controls crossed—aileron pressure applied in one direction and rudder pressure in the opposite direction—and the critical AOA is exceeded. [Figure 7-34] 

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This is a stall that is most likely to occur during a poorly planned and executed base-to-final approach turn, and often is the result of overshooting the centerline of the runway during that turn. Normally, the proper action to correct for overshooting the runway is to increase the rate of turn by using coordinated aileron and rudder. At the relatively low altitude of a base-to-final approach turn, improperly trained pilots may be apprehensive of steeping the bank to increase the rate of turn. 

The addition of rudder pressure on the inside of the turn causes the speed of the outer wing to increase, creating greater lift on that wing. To keep that wing from rising and to maintain a constant angle of bank, opposite aileron pressure is required. The added inside rudder pressure also causes the nose to lower in relation to the horizon. Consequently, additional back-elevator pressure would be required to maintain a constant pitch attitude. The resulting condition is a turn with rudder applied in one direction, aileron in the opposite direction, and excessive back-elevator pressure—a pronounced crossed-control condition. 

