Whether in a towed glider or self-launching glider, stall  recovery is accomplished by leveling the wings and returning  to straight flight using coordinated flight controls. The first  few practice sessions should consist of approaches to stalls  with recovery initiated at the first airframe buffet or when  partial loss of control is noted. Using this method, pilots  become familiar with the initial indications of an approaching  stall without fully stalling the glider. First, at the indication of a stall, the pitch attitude and AOA  must be decreased positively and immediately. Since the  basic cause of a stall is always an excessive AOA, the cause  must first be eliminated by releasing the back-elevator  pressure that was necessary to attain that AOA or by moving  the elevator control forward. This lowers the nose and returns  the wing to an effective AOA. The amount of elevator  control pressure or movement to use depends on the design  of the glider, the severity of the stall, and the proximity of  the ground. In some gliders, a moderate movement of the  elevator control—perhaps slightly forward of neutral—is  enough, while others may require a forcible push to the full  forward position. An excessive negative load on the wings  caused by excessive forward movement of the elevator may  impede, rather than hasten, the stall recovery. The object is  to reduce the AOA, but only enough to allow the wing to  regain lift.  [Figure 7-33] Stall accidents usually result from an inadvertent stall at a  low altitude in which a recovery was not accomplished prior  to contact with the surface. As a preventive measure, stalls  should be practiced at an altitude that allows recovery at no  lower than 1,500 feet AGL and within gliding distance of a  landing area. Different types of gliders have different stall characteristics.  Most gliders are designed so the wings stall progressively  outward from the wing roots (where the wing attaches to the  fuselage) to the wingtips. This is the result of designing the  wings so the wingtips have a smaller angle of incidence than  the wing roots. When exceeding the critical angle of attack  results in a stall, the inner wing does not support normal  aerodynamic flight, but the outer part of the wing does  retain some aerodynamic effectiveness. Wings are designed  in this manner so aileron control is available at high AOA  (low airspeed) and to give the glider more stable stalling  characteristics. When the glider is in a stalled condition, the  wingtips continue to provide some degree of lift, and the  ailerons still have some control effect. During recovery from a  stall, the return of lift begins at the tips and progresses toward  the roots. Thus, the ailerons can be used to level the wings. If stalls are practiced or encountered in a self-launching  glider, the maximum allowable power should be applied  during the stall recovery to increase the self-launching  glider’s speed and assist in reducing the wing’s AOA.  Generally, the throttle should be promptly, but smoothly,  advanced to the maximum allowable power. Although stall  recoveries should be practiced with and without power, in  self-launching gliders during actual stalls, the application of  power is an integral part of the stall recovery. Usually, the  greater the applied power is, the less the loss of altitude is.  Maximum allowable power applied at the instant of a stall  usually does not cause overspeeding of an engine equipped  with a fixed-pitch propeller, due to the heavy air load imposed  on the propeller at low airspeeds. However, it is necessary to  reduce the power as airspeed is gained after the stall recovery  so the airspeed does not become excessive. Using the ailerons requires finesse to avoid an aggravated  stall condition. For example, if the right wing drops during  the stall and excessive aileron control is applied to the left  to raise the wing, the aileron that deflects downward (right  wing) would produce a greater AOA (and drag). Possibly a  more complete stall would occur at the tip, because the critical  AOA would be exceeded. The increase in drag created by the  When performing intentional stalls, pilots should never allow  the engine to exceed its maximum designed rpm limitation.  The maximum rpm is marked by a red line on the engine  tachometer gauge. Exceeding rpm limitations can cause  damage to engine components. Buffet Stall Initiate recovery Increase airspeed Recovery in straight glide Flight path Relative wind 7-33 Figure 7-33.  Stall recovery.