Rolling circle, I'm sorry, but I believe that you are in error. I was (rather later than either Bob Cole or David Scouller) involved in one of the many revisitations of the Bulldog high rotational spin at BDN.
It was never the conclusion of Boscombe that the type was capable of entering an unrecoverable spin. It was the conclusion (and I've read all the reports, one of which has my name in the front) up to 1996 when I left the place that the aircraft could (usually through mishandling) enter a high rotational spin. The spin always recovered - and hundreds were done in a series of aircraft, but the recovery was very unpleasant and often protracted. Thus, the requirement for instructor currency on the high-rotational spin and it's recovery.
What was discovered on the trial that I was running, was that with the later mod-state engines, the spin, especially the high rotational spin, caused a complete loss of oil pressure and an associated risk of engine failure later in the sortie.
Bob Cole is, at least until he retires next month, the CAA's senior light aircraft test pilot. I doubt that he also sells CAP 10s! Like David Scouller, he has 10k+ hrs, 20+years instructing experience, and a good knowledge of the mighty Bloodnot.
If you want to see a real BDN balls-up, it was the Tincano spin recovery work, which sadly I was also involved in, but too late to do more than minimise the damage done by my esteemed former employer.
G
[ 17 August 2001: Message edited by: Genghis the Engineer ]