The first time I learnt to fly, spin training was compulsory and full spin recovery was included in my GFT. This was in a Tiger Moth and, although I never spun the Tiger Moth again, the sort of flying one tends to do in a Moth probably means that the risk of a fully developed spin is more likely than in your average tourer and I believe it should be included as a type check for this type of aircraft. However, I feel that more attention should have been given then, and certainly should be now, to avoiding the spin. Flying the Tiger and gliders tends to develop healthy instincts in correct use of rudder at low speeds, which those who learn on PA28/C152 types, as I did the second time, do not appear to learn. In fact I was not given any training in this at all but, like riding a bike, I was pleased that my instincts are still there. This, in my view, is why so many serious accidents seem to happen during the final turn, particularly after a loss of power or during high turbulence.
In my own flying I do sometimes allow the nose to go too high when I am distracted during the final turn and, riding as a passenger, I know it is not uncommon with other more experienced pilots than me. Surely it is how we instinctively react to that situation, when we first sense the continuing wing drop, which is important and should be thoroughly trained into student pilots.
On a previous thread I shared my one experience of an accidental, incipient spin while trying to burst balloons. At that time, with plenty of height, it suited me to let the spin develop for half a turn to get back quickly to the balloons but, if that had happened on the final turn, no more Tiger and perhaps no more me. Hardly a month goes by when the AAIB reports do not describe a fatal final turn turning into a spin.
Something needs to change.