left. With the throttle fully advanced, the pitch attitude increases  above the normal climbing attitude. When it is apparent the  airplane is approaching a stall, the pilot must apply sufficient  forward elevator pressure to reduce the AOA and eliminate  the stall warning before returning the airplane to the normal  climbing attitude. The pilot will need to adjust trim to relieve  the heavy control pressures and then complete the normal go- around procedures and return to the desired flightpath. If taken  to the full stall, recovery will require a significant nose-down  attitude to reduce the AOA below its critical AOA, along with  a corresponding significant loss of altitude.  A spin is an aggravated stall that typically occurs from a full  stall occurring with the airplane in a yawed state and results  in the airplane following a downward corkscrew path. As the  airplane rotates around a vertical axis, the outboard wing is less  stalled than the inboard wing, which creates a rolling, yawing,  and pitching motion. The airplane is basically descending  due to gravity, rolling, yawing, and pitching in a spiral path.  [Figure 4-11]  The rotation results from an unequal AOA on the  airplane’s wings. The less-stalled rising wing has a decreasing  AOA, where the relative lift increases and the drag decreases.  Meanwhile, the descending wing has an increasing AOA,  which results in decreasing relative lift and increasing drag. A spin occurs when the airplane’s wings exceed their critical  AOA (stall) with a sideslip or yaw acting on the airplane at, or  beyond, the actual stall. An airplane will yaw not only because  of incorrect rudder application but because of adverse yaw  created by aileron deflection; engine/prop effects, including  p-factor, torque, spiraling slipstream, and gyroscopic  precession; and wind shear, including wake turbulence. If  the yaw had been created by the pilot because of incorrect  Common errors in the performance of intentional stalls are: Figure 4-11.  Spin—an aggravated stall and autorotation. 4-13 Common Errors Spin Awareness • Failure to adequately clear the area • Over-reliance on the airspeed indicator and slip-skid  indicator while excluding other cues  • Inadvertent accelerated stall by pulling too fast on the  controls during a power-off or power on stall entry  • Inability to recognize an impending stall condition • Failure to take timely action to prevent a full stall  during the conduct of impending stalls • Failure to maintain a constant bank angle during  turning stalls  • Failure to maintain proper coordination with the rudder  throughout the stall and recovery • Recovering before reaching the critical AOA when  practicing the full stall maneuver • Not disconnecting the wing leveler or autopilot, if  equipped, prior to reducing AOA • Recovery is attempted without recognizing the  importance of pitch control and AOA • Not maintaining a nose down control input until the  stall warning is eliminated • Pilot attempts to level the wings before reducing AOA • Pilot attempts to recover with power before reducing  AOA • Failure to roll wings level after AOA reduction and  stall warning is eliminated • Inadvertent secondary stall during recovery  • Excessive forward-elevator pressure during recovery  resulting in low or negative G load  • Excessive airspeed buildup during recovery • Losing situational awareness and failing to return to  desired flightpath or follow ATC instructions after  recovery.