Pace
Breaking a C152 in a botched spin recovery is dead easy. Start with the desire to do a multi-turn spin. As the aircraft starts to transition into a stabilized spin (about the 2 turn mark) the aircraft rate of rotation starts to increase, startled by this the student unconsciously relaxes a bit of back pressure, the aircraft transitions to a spiral dive and because of the steep nose down attitude starts to rapidly accelerate, student doesn't notice this untill increasing wind noise and building Gee finally gets their attention. They start the recovery with the airspeed going through 120 kts and the nose still way down and the student panics and heaves back on the yoke. Pulling back on the yoke will be easy since the aircraft was probably trimmed for slow flight which will exacerbate the nose pitching up abruptly and will result in positive Gee overload damage occuring in the tail, the weakest part of the aircraft. Total elapsed time from when the spin goes bad to wrinkled metal will be measured in a handfull of seconds. This type of damage will never happen if the spin is taught by an aerobatic instructor because the spin will be be deconstructed into stages and the student will learn what to look for in each of the 4 parts of the spin. There is more to teaching spins than watching the world go around and around in the windshield.
Mary you have not answered my question, so I will ask it in a more specific way. When during any glider flight would entering a spin be of practical use to the conduct of the flight ?