VOR holds are flown the same way as NDB holds in that you track inbound to the holding fix
using the navaid and have to make a dead-reckoning wind adjustment on the outbound leg on which (in "classical IFR") there is no track guidance.
If you can get track guidance on the outbound leg (e.g. can see the numeric GPS track, never mind a moving map) then the whole exercise becomes trivial because you just adjust the heading until the desired track is achieved - so long as you keep track of where you are on e.g. a teardrop join.
As regards the size of the holding pattern, AIUI, NDB holds in JAR-land are always supposed to be timed (below FL140, IIRC, supposedly, 1 minute +/- a wind correction). Using a DME distance is very much a no-no (makes it too easy), unless thus published (I don't recall seeing a holding pattern published with a DME distance on it). In the USA this is the same but we did sometimes use DME for the hold size.
VOR holds are easier than NDB holds because the CDI / HSI is a proper command instrument and if you have the vaguest idea of which way the wind is blowing, tracking inbound is easy. Whereas with NDB holds you have to "push the head / pull the tail" and especially without an RMI this is heavy brain work right when you don't need it, and exceeding 100ft on altitude is a prob fail and busting the MDA (because ATC called you right at that moment
) is an instant fail and another grand. And if you go around at MDA plus more than 50ft (e.g. during the time after reaching the MDA but before reaching the beacon, when you are supposed to just fly level) that is an instant fail too. During this time, ATC is very likely to call you with missed approach instructions
Also, the VOR indication is much more stable, whereas ADF indication is usually all over the place, on top of which you have the ~ 7 degree ADF DIP. And on every coastal NDB approach I have ever seen there is a big "wonder" c. 2-3D which, in the JAA IR, you are supposed to actually track even though you know it is a false indication.
All good stuff for separating sheep from real men
On stall recoveries, I was taught to pitch down and at the same time gradually apply power, so as to recover flying speed with an altitude loss of less than X, and I don't remember what X was (prob 500ft or so). It's normally very easy to do.