Hi G,
ACM above FL100 in a Jag - no problem if clean or with two empty drop tanks. The power weight ratio was quite high with burner, which could be used selectively quite effectively. ACM was, and I assume still is, part of general fast-jet training, so like v like, and like v unlike was caried out regularly.
Alpha Limit - you are quite right when you say that you remember the limit as being a lot lower when you flew the aircraft. It also had a selective alpha warner to prevent inadvertent exceedence. However, back in 1975 when I arrived on my first (and only) Jag Squadron, the limit released to service was 17 normal amd 20 never exceed. There was also no audio warning. Several aircraft, and sadly pilots, were lost. Over the following decade or so, the alpha limit crept downwards and an audio warner was introduced.
I'm sure someone will correct me on this, but I belioeve the single-seater had a good spin recovery, albeit with large loss of height, but the two-seater never demonstrated a full recovery. i.e. both aircraft were lost in spins.
Inadvertent spin - I've not managed it on a Hawk, but I did it twice on a Hunter in training, both cases were mis-handling of the controls. Several of my colleagues did the same, one failed to recover, but successfully ejected. The Hawk flies very much like a straight winged aircraft, the Hunter flies as a swept wing, but with some straight wing characteristics, float on landing is a good example.
You are right when you say that the Hawk and Hunter respond well to light aircraft entry techniques, but the Hunter requires swept wing handling to get into a predictable inverted spin - i.e. the use of inertia coupling. But for the latter, mis-handling at hi-AOA, or in a verticle recovery will often lead to an inadvertent departure, which may lead to spin.
VBW
A