I think the "don't pick up the wing with rudder brigade" are missing the point. When instructing I make a big point of staying coordinated especially in the slow flight regime. However during stalls I emphasize that NO yaw should be allowed to develop and that the rudder should be used to to eliminate any developing yaw at the break. No yaw always equals no spin which usually equals continued living. As the student gains confidence with stall recoveries I always get them to stall the aircraft and then continue to hold the stick full back. The aircraft will flop about but if rudders are used to counter yaw the aircraft will not spin. The subsequent recovery is then carried out both power off and power on to demonstrate the importance of full power aplication in reducing altitude loss especially if the aircraft is deeply stalled.
On a related topic I have found that many new commercial students have never flown a light airctaft below about 60 knts. For my commercial students I alway spent a half hour or so on the lets get the airspeed indicator to read zero game. I found this was a great way to teach the importance of coordinated flight as all the forces are magnified. It was also a great confidence builder and shows the importance of smooth handling in order to get the most performance from your aircraft. I always finished off with a demo of what happens when you are trying to clear the trees at the end of the short strip by just pulling back on the stick
