I think the use of rudder depends on the severity of the wing drop.
Take a typical worn out Cessna 152 with a bit of hangar rash.
1500 rpm, 2nd flap, back to stall and most Cessna 152 react as though they have had the left wing (usually) chopped off.
Recovery
1/ opposite rudder (step on the wing)
2/ stick forward
3/ smoothly apply full power
4/ centralise rudder as airspeed increases towards 60
5/ roll wings level to nearest horizon
6/ pitch to +ve climb and raise flap
With practise altitude loss less than 100 feet.
If nothing else the exercise serves to frighten a student into the consequences of stalling. Let the student have a go, they will apply opposite aileron, making the situation worse, let them, be ready to raise the flap! What happens is what most observers see when they describe the aircraft spinning down in most accidents, actually a tight 'graveyard' spiral. Too much practise may give the student too much confidence that he could handle this type of stall situation. The emphasise should be on pre stall recovery.
Recovery
1/ at stall warn smoothly apply full power
2/ ease stick forward to reduce a of a
3/ roll wings level if banked
4/ establish +ve rate of climb.
This can be done quite quickly by going from one stall attitude to another each time practise the above recovery.
Most of all know your aircraft, some have pre stall buffet, some don't (C152).
Multi piston benefit from slipstream effect over the wings to generate lift on recovery. Larger aircraft have angle of attack sensors, so i suppose they are linked to the flight computers to prevent stalls?
Also good demo. use the half mill rule as a wing and play with it under a running tap, to demonstarte the breakaway of flow over a wing.