There is no absolute generic stall recovery procedure, although most are extremely similar. FAA and CAA publish slightly different procedures, whilst both have been busy recently beating flight schools over the head about teaching a third they don't like - namely powering out of a stall with the stick still back.
The RAF, quite rightly in my opinion, teach a generic "initial loss of control" recovery, which is essentially "close throttle, put everything in the middle"; in virtually all aeroplanes this will recover from an incipient spin.
And then there is the recovery from a developed spin, which is not generic. The NASA / FAA drill is a starting point for flight test programmes, but it should not be used generically. The flight manual technique for a given aeroplane should be used. period.
Why?
- Some aeroplanes with very powerful rudders need a rudder central recovery otherwise they may kick into a spin in the opposite direction.
- Some swept wing aeroplanes need a back stick recovery otherwise the fin is blanked.
- Some aeroplanes need a delay between opposite rudder and forward stick, otherwise they will bunt potentially out of negative g limits.
- Some aeroplanes will not recover unless the recovery is flown from full pro-spin controls first.
Whilst most common GA aeroplanes will respond appropriately to what is commonly called the Standard Spin Recovery, or SSR, there are gotchas that can bite.
Incidentally most spin research indicates that a truly stable spin mode is achieved in about 6 turns, not 2.
G