So we have 2 mutually exclusive opinions about spin recovery. Beagler - thought you were leaving ;-) proposes the classic throttle closed, elevators neutral, full opposite rudder recovery I was taught. John Farley on the other hand insists you have to apply full opposite rudder first (this is new to me). But which is correct?
And Beagler you also state "some aircraft will suffer from wing drop at the stall, but rudder inputs should NEVER be used to prevent this". Does this mean that rudder should not be used to pick up a wing which drops in the stall, such as a typical PA38 stall? Because that is exactly what I did under guidance from my instructor recently in the PA38 check-out during multiple stalls.
As a lowish hours PPL this stuff is of prime importance in case of unintended (it could never be otherwise!) spin. I read John Farley's piece with great interest, but if I suddenly find myself going down and around and pass rapidly through the inverted, what do I do. I can't afford a mistake. The books say push to reduce angle of attack (even if inverted). But John says pull if inverted (what if around 90 degrees?). I only have a turn co-ordinator and balance indicator, and not the fool-proof turn indicator (I presume you mean the needle which points left or right?). Could I afford to trust the symbolic aeroplane tilting towards L or R in an extremely unusual and unexpected attitude. I don't have long to go - what do I do?