Which is why there is no such thing as a standard spin recovery
Indeed! And even for the same aircraft type under different loading conditions. Though many of the lighter aircraft I have spun, had recoveries which were basically the same regardless of weight and C of G position. The C-185 and 206 are noticeably different depending upon the C of G position.
The C 206 can be very "bobby" and pitch sensitive when you push the nose down. It's easy to get into negative G, and it requires delicate control input to get it just where yo want it.
I found the Caravan's spin characteristics to be extremely different based upon C of G position. At gross weight forward C of G, it could not be held into a spin for as much as a turn, a dramatic spiral dive resulted (recovery can only be safely accomplished by referring to an accelerometer). At aft C of G was completely different, requiring full opposite rudder and controls forward (nose down) to be applied and held for 3/4 turn to get it out.
These very different characteristics demonstrate to me that although these aircraft can be safely spun and recovered, when properly planned and equipped, in ideal circumstances, casual spinning would be a very poor idea.
That said, each of these aircraft were naturally very resistant to entering a spin, so it would take real mis-handling to get you there in the first place.
The standards for handling which must be shown for approved maneuvers generally require a demonstration that "unusual pilot skill, attention and strength" are not required. If the recovery technique varies a lot by configuration, the skill and attention elements of that requirement may not be met. That said, of course, there are also very specific requirements for aircraft handling during stalls and spin (if desired for approval).