Some very interesting points here - and many thanks for JF's sage points.
BUT - please remember that there is no such thing as a 'STANDARD' spin recovery! TPs will have investigated the behaviour of aeroplanes as they depart from controlled flight and will have evolved the recovery technique appropriate to an individual aeroplane type. The sequence of recovery is crucial - wrongly timed or hesitant recoveries can prove fatal. JF is totally correct - rudder is merely used to PREVENT yaw at the stall; some aircraft will suffer from wing drop at the stall, but rudder inputs should NEVER be used to prevent this. Whereas there is never a 'Standard Spin Recovery', there most certainly IS a 'Standard Stall Recovery'! Keeping the ball in the middle, it is invariably full-power-and-control-column-centrally-forward-until-the-stall-identification-ceases, then hold that attitude, then roll wings level, then recover from the descent.
But to acclimatise nervous students to stalling, spinning and aerobatics, first assess WHY they're nervous. Then develop their experience of unusual attitudes by calmly demonstrating the odd steep turn, glide descent with full flap or whatever.
There was a guy on the UAS where I once taught who would chunder for England at the drop of a hat. I took him up and found that he was just so desperately scared of screwing up that he was getting himself into a helluva state. So we went chasing trains, bouncing his mates and generally hooting and roaring and he discovered that flying a military aircraft was FUN!!. Beforehand he'd flown with a miserable old $od who would tell him off for turning on the battery master with the wrong finger! Next trip we did a couple of gentle aeros (lazy barrel rolls) and flew close to - but not beyond - the stall. He got more confident and went solo OK, then he conquered his anxiety and went on to spinning and aeros quite happily!!
[This message has been edited by BEagle (edited 23 June 2001).]