Stalling was prohibited in the Javelin, and an inadvertant stall would almost always result in a spin.
It can be seen from the following quote from the Javelin pilots notes that recovery was not impossible.
"The direction of spin is usually unpredictable, even from turn to turn. The rotation is very slow, and the nose pitches up and down fairly regularly, through as much as 70 degrees. The rates of yaw and roll will very with the pitching.
The stick forces are very light throughout, and there is no kickback on the stick.
However, the rudder moves fiercely fully one way and the other, and the forces may be extremely heavy; it is recommended that the feet are merely kept lightly on it throughout the spin.
The airspeed varies from "off the clock" to about 90kts.
When the aircraft is clearly in a spin, take the following action
1. With the control column fully back apply full aileron in the same direction as the spin.
2. With full aileron applied, move the control column fully forward into the corner.
3. Keep the feet lightly on the rudder pedals.
It is unlikely that this action will have any effect for one or even two turns, certainly it seldom has any immediate result.
The control column should be held fully in the corner, the direction of the spin may reverse, and in this case the control column should be held right forward and moved sharply fully over into the new direction of spin. No force should be used to oppose any rudder movement.
Recovery generally follows one of two main patterns, type 1 being the more usual.
1. The rotation ceases, and the aircraft hangs in a nose down attitude for a second or two. However, the control column must be still held fully in its corner until the aircraft does a sharp nose down pitch or "bunt".
Minus 2 1/2 G is about the usual figure for this and is quite unmistakable.
One the aircraft has done this the spin has stopped.
The speed rises rapidly, and only then should the controls be centralised and the aircraft eases out of the dive.
Attempts to centralise the controls and recover in the stage when the rotation has ceased, but before the aircraft had bunted, will lead to a further spin with delayed recovery.
The rudder should be left alone, when recovery is complete it will centralise itself.
2. After taking recovery action, the aircraft enters a fast spiral in a steep diving attitude. The spiral may be in the same direction as the applied aileron, or against it, but this condition may usually be recognised because: a) the pitching ceases, and b) the speed rises, c) the rate of rotation is steady and fast.
Once the speed is over 200 knots, the controls may be centralised, and the aircraft eased out of the dive.
The rudder will centralise itself when recovery is complete, and it should to its own devices."