Sensible:
Some aircraft *will* spin quite easily. Acker Demick describes the basic spin entry technique, and that is precisely what you need to do to get most aircraft to spin.
But that said, some aircraft enter a spin easier than others: A C150 is hard to get in a spin (especially to the right), whereas a Tomahawk (aka Traumahawk) will just about always drop a wing during a deep stall. Spins (or spiral dives) sometimes follow if the proper recovery action is not taken.
A mucked up stall entry can somtimes lead to a spin - enter the stall excessively quickly for instance, or with a very high nose attitude, and it may spin.
I agree with Acker Demic - full spins should be back in the training syllabus. But only in specialised aircraft w/chutes. The number of stories you hear about aircraft almost crashing whilst practising spins doesn't bear thinking about.
Solo spinning is a definate no-no unless the student is aerobatic endorsed and with quite a few hours in the saddle.
The point of the incipient spin exercise? I reckon it's useful in that it shows the student just what *can* happen, so at least they know what to expect and know how to avoid a spin.
That was the point of stall training at the school I did my initial grade 3 with - how to recognise and avoid stalls, rather than how to recover from from them. Obviously recovery was still important, but it wasn't the main objective/focus of the lessons.
My 2.2 cents (inc. GST)
Grade 3