henry crun provides the following information at Flying Instructors who refuse to spin
If stalled the aircraft would almost inevitably spin.
The direction of spin is usually unpredictable, even from turn to turn.
The rotation is very slow, and the nose pitches up and down fairly regularly, through as much as seventy degrees. The rates of yaw and roll will vary with the pitching. The stick forces are very light throughout, and there is no 'kick back'' on the stick. However, the rudder moves fiercely fully one way and the other, and the forces may be extremely heavy; it is recommended that the feet are merely kept lightly on it throughout the spin. The airspeed varies from "off the clock" to about ninety knots.
When the aircraft is clearly in a spin take the following action;
i) With the control column fully back apply full aileron in the same direction as the spin.
ii) With full aileron applied, move the control column fully forward into the corner.
iii) Keep the feet lightly on the rudder pedals.
It is unlikely that this action will have any effect for one or even two turns; certainly it seldom has any immediate result. The control column should be held fully in the corner; the direction of spin may reverse, and in this case the control column should be held right forward and moved sharply fully over into the new direction of spin.
No force should be used to oppose any rudder movement.
Recovery generally follows one of two main patterns, type (i) being the more usual:
i) The rotation ceases, and the aircraft hangs in a nose-down attitude for a second or two. However the control column must still be held fully in its corner until the aircraft does a sharp nose-down pitch or "bunt". Minus 2 1/2g is about the usual figure for this and is quite unmistakable.
Once the aircraft has done this, the spin has stopped.
The speed rises rapidly, and only then should the controls be centralized, and the aircraft eased out of the dive. Attempts to centralise the controls and recover in the stage when the rotation has ceased, but before the aircraft has "bunted", will lead to a further spin with delayed recovery.
ii) After taking recovery action, the aircraft enters a fast spiral in a steep diving attitude. The spiral may be in the same direction as the applied aileron, or against it, but this condition may usually be recognised because: a) the pitching ceases, b) the speed rises, c) the rate of rotation is steady and fast. Once the speed is over 200 knots, the controls may be centralized, and the aircraft eased out of the dive. The rudder will centralist itself when recovery is complete, and it should be left to its own devices.