Crump you are mixing terms .... early in this discussion you introduced the term Aggravated and then picked up on Accelerated as others started to use it. Aggravated in terms of aerodynamics is not a common term. The Alpha pdf you refer to is the first time I have seen it used this way. The use of the term Accelerated with respect to stalling refers to to Stall entry at greater than 1G, to do this obviously requires higher IAS to generate the additional G at the same critical AOA. So by definition An Accelerated Stall is a stall at greater than 1G. In our Spitfire discussion where structural damage was being referred to we were describing a Spin entered from a high G accelerated stall departure with subsequent excessive G (notatably rolling G which is usually dramatically lower limit than the usual quoted symmetrical G limit)
Now as to thinking about controls and accelerations at spin entry as you suggest. A standard copybook 1G stall and spin entry has you arriving at the Critical AOA in 1G flight with close to full backstick. As the stall develops (ideally a nanofart before) you smoothly apply and hold full rudder (I guess you could say this is "aggravating" the stall ). The aircraft will then autorotate and (in most cases) if the controls are held it will stabilise in a spin. That is a classic 1G un-accelertaed stall spin entry. At the departure point you are already at max AOA (at or close to full backstick at 1G) so dont have the ability to increase G therefore the stall is un-accelerated.
Is this the section you wanted posted from the Spit I pilots notes ?
Sounds pretty standard to me, Max turn performance in a conventional straight wing aeroplane.
Turning just short of critical AOA is a pretty basic fighter pilot skill. The Stall buffet in many aeroplanes has "depth" and differences in the degree of buffet that can be felt through the stick. As the AOA is eased on the first clues is a low intensity buffet described in some circles as the "Buzz" as the AOA increases the buffet gets harsher (Buzz turns into buffet) eventually you get to critical AOA and the stall ocurrs. Embryo military pilots are taught to feel the subtle differences in the buffet. Max performance turning is done "On the Buzz". A standard exercise is to do this whilst airspeed and G are changing whilst holding the aeroplane on the Buzz throughout without reference to AOA instrumentation etc ... just by feel.
In the more modern types (FBW with active leading and trailing edge flaps etc) high AOA capabilty and aerodynamic configuration has you in a lot of buffet any time you are close to max turn performance ... typically in the 25-30 degree Alpha regime (except in the pussy low AOA limited F16
. As such AOA cueing via instrumentation or audio is there to help you get the max out of the jet though there still is a certain tactile feel to just how deep into the buffet you really are.