You will find almost all engineering systems are exactly the same when it comes to control application and rate there of. The control stability and also peak strain is related to rate of input.
My type has a Vmo of 230knts and its got nothing to do with the wings falling off. I think they were tested to 500knts but you get supersonic shock waves coming off the props at 320knts and the limiting factor is the front windows which BAe cocked up the testing of firing segulls at them so we are stuck with 230knts in the UK compared to 250knts in the rest of the world. And the one thing that never breaks is the sodding overspeed alarm. I so I for one will not be chucking the gear out because we are 20knots to fast.
I agree spiral dives are not very pleasant if they are developed to far and the controls are used agriculturally. But again it comes back to flying with attention to the correct attitude. Even the recovery can be horrible or a none event. Gash hard handling feels wrong, smooth reduction of power plus carb heat,while rolling in the level wings, when level gradual increasing back pressure followed by gradual release of said pressure as the tail begins to do its job. Then smooth in with the power when the nose is back at the correct attitude and the aircraft is back at level flight, give it a minute to make sure the carb heat has done its job and jobs a good one. All the problems with G stalls and the like are taken care of by the way the controls are handled.
There was only one exercise when I made the students use sharp control inputs and that was the roll in to steep turns. In my view it is an emergency avoidance exercise and a such all the benefit you have gained by looking after your aircraft the other 99.9% of the time is well used if you don't hit anything.