Getting back to the Meteor, the airbrakes were extremely effective with no max speed for deployment. If I remember correctly the max permitted speed of the aircraft was 520kts which could only be achieved at low level, and on a calm day. It was exhilarating. In turbulence it was worrying! (I'm thinking 1951) But the real test, flying level, apart from seeing the fuel gauges unwind, was to pull the airbrake lever fully back. It was like hitting a brick wall. In later years (1969) when occasionally flying the Chivenor target tugs I felt it unwise to exceed 400 kts as the airfames creaked and groaned alarmingly. I seem to remember that at about that time a modification restricted the maximum airbrake extension.
In my instructor days at 210 AFS we demonstrated spining in the T7s. Again, if my memory is correct we always started above 25,000ft. It was reluctant to enter a spin but when it did it was necessary to keep a firm grip on the stick which tended to thrash about and could leave nasty bruises on your knees. Recovery was normal. One instructor, Athol MacIntyre, demonstrated to his students that providing you had sufficient altitude simply by letting go of the controls the aircraft would recover of it's own volition leaving the pilot to "regain straight and level by pulling out of the ensuing dive". Happy days!