In the context of straight wing planes (I have no swept wing expereince);
I would advocate using rudder to keep the aeroplane in balance, which should minimise wing drop, but it should not be "picked up" with anything. Whatever bank angle occurs should be picked up with aileron - co-ordinated as required with rudder, but only once the aeroplane is clearly unstalled.
I agree with this. Bearing in mind that the design requirement states "normal use of the controls" during the approach to stall. I am not in favour of using the wrong control to correct a roll. I accept that there are some types for which the rudder is the preferred control for "picking up a wing" at approach to stall, okay, in that case, as state in the flight manual, the rudder would be the right control.
I like the idea of flying an airplane properly coordinated unless there is an intent to fly it uncoordinated. I don't like the idea of deliberately uncoordinating at at the approach to stall, as that is an invitation to a spin entry. I like to see pilot tune their "seat of the pants" and awareness to the ball, so as to keep a plane coordinated. Of course, reading the flight manual for the type is pretty important. An example in the light civil world is the Cessna Caravan, which recommends minimizing the use of ailerons at the approach to stall, as a large aileron displacement also extends that roll spoiler, which results in undesirable drag, and further loss of lift on that wing. For my experience, small aileron displacement, and coordinated use of the rudder works well while stalling a Caravan. Indeed that type is amazingly tolerant of abused approach to a stall.
I am not an advocate of powering out of stalls, and would never teach that. Of course, if you're in the recovery and minimizing altitude loss is important, than use some power - sparingly. It is a bad habit to depend upon sudden availability of power, particularly during unusual attitude maneuvering, and carburetted airplanes which do not have an accelerator pump (they tend to quit when you jam the throttle). Powering into what may become a dive, particularly in a C/S prop plane could result in an engine overspeed. And, I like the idea that if you have stalled a plane which is not under power, you still have muscle memory to recover it.
If you have entered a spin, the ailerons should generally not be used, until unstalled flight is resumed. The ailerons, on a stalled wing(s), are only adding to the aerodynamic confusion, not the recovery.
I'm an advocate of at least spin awareness (by instructor demonstration) if not training. We train spiral dive recovery (I hope?), a spin and a spiral dive are both loss of control maneuvers, for which the wrong recovery will make thing much worse quickly. I think that a pilot should be able to recognize stalled vs unstalled as they spiral down - the recovery will be different, and you should know which. Most STOL kit modified Cessnas will self recover a spin into a spiral dive on their own. It's useful to be able to recognize that this has happened, and apply the correct recovery.