Thanks for all the posts. At 220 hours I did my first Mustang trip. The briefing included spinning with min entry height around 12,000. Recovery action had to be taken after not more than two turns. Average height loss in turns and during recovery was about 3500ft.
There was a warning that power-on entries should never be intentionlly performed. If you inadvertently left power on during the spin, the aircraft would not recover. It was nice to have a parachute as standard equipment. The Pilots Notes warned that once you closed the throttle after a power-on entry, you could expect up to five or six turns to occur after initial recovery action. Expected height loss was 10,000 ft.
I spun the Mustang without trepidation in those long gone days because if one had the altitude and did the right things, it would soon recover. The C150 can be a nasty little beast and it does concern me sometimes. Especially the news that a badly rigged wing could cause a serious spin problem. My experience with C150's is that wing rigging is often awry which means a nasty wing drop at stall. Regretfully, few pilots report this in the tech log which means the next pilot can be caught by surprise.
Back in time again, The RAAF lost a Winjeel and both pilots following an intentional spin. With no witnesses and no CVR, it was assumed that they had crashed in a spin simply because that was the exercise in the authorization book.
With the possibility that the crashed Winjeel was a rogue spinner, the RAAF had each Winjeel in the inventory tested by an RAF test pilot who was based at the Aircraft Test and Development Unit at Laverton.
Each aircraft was given 8 turns (left and right) before recovery action was initiated. Entry was from 8000 ft. I think about 30 Winjeels were tested and all were given a clean bill of health. It will never happen of course, but it would be interesting to see the results of similar spin test flights in the C150.