And the Hamster wheel turns full circle! It seems the notion of the "Standard Spin Recovery" reappears regularly on this forum every two years. There was one once , as someone points out. This is from WW2, when everything from instrument panels, checklists and recovery drills were standard. And in the wartime days of needing flexibility between types, it worked well. It was the introduction of the Chipmunk, for which the standard spin recovery didn't work so well, killing a few people (less acceptable in peacetime) that led to an adaptation. And it turned out that the standard didn't work for many other aircraft as well. The good advice is to apply the recovery for your type as described in the POH. And there are some really large variations. For example, the Cirrus SR22 requires you to immediately deploy the ballistic recovery system and the Jaguar required you to centralise the controls, if not recovered by 10,000ft - eject! there are so many factors, aerodynamic, power and inertial considerations that you really need to be aware of your type's recovery technique.
And now, there's no standard stall recovery. Experience has shown that low slung engines coupled with nose up stab trim impedes the recovery in modern jet transports, so we now have type specific recoveries. In the A320, we lower the nose, level the wings, ensure speed-brakes are retracted, select Flap one if clean, and only when the aircraft is out of the stall, apply power. This is fresh in my memory as I was practicing them in the sim 2 days ago. And it is very hard to forget 30 years of using a previous drill and applying power immediately.