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. 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. 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] 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. 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. 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. 7-35 Figure 7-34.  Crossed-control approach to a stall. Left aileron deflected up Right aileron deflected down Rudder deflected right Crossed-Control Stalls