Paulo,
Yes, it should be another thread, but here's a starter:
Swept wing aerodynamics are significantly different from that of the straight wing. CL max is of a lower value, but occurs at a much higher alpha (angle of attack). On some swept wings, they still produce lift at approaching 90 degrees alpha (they also produce phenominal drag, too). The problem is that that sort of lift is unstable, and can let go at the drop of a hat. If one wing lets go before the other, bingo, inadvertant spin.
Engine wise, the thrust may help avoid spin entry - as with the Peggy in the Harrier 1- but not so on the Jag. The intake distortion at the higher alpha's will cause the engine to go into surge close to the departure, or during it, so the mighty Adour won't be much use to you - embryo Jag pilots used to be shown the spinning film in training; it shows flames coming out of both ends of the engine as the aircraft departs and spins earthwards!
There's obviously a lot more to it than that, but lets see how the thread develops. If you want a personal on it, drop me a private message and we can meet up at Old Warden some time.
Ghengis,
My personal spin recovery drill in the Jag was:
Centralise controls, if it's still spinning, let go controls.
Find the altimeter, if you can't find it, Eject ( the aircraft gyrations were so severe that finding any instrument in the cockpit was academic).
If you can find it, when below 10,000ft and still spinning, Eject.
In practice, the recovery could only be used when playing at combat above FL100, or in flight test. Luckily, the single seater had a good recovery from departure, although the two-seater wasn't. Operationally, we made sure we never exceeded departure Alpha, which lowered in value with every new issue of the FRC's. When I first flew the jet, the Pilot's Notes allowed: "a departure free operating envelope of 17 degrees normal and 20 degrees never exceed", in all configuraitons - I lost a lot of mates!
VBW
A