With a Cessna 150/152 spin recovery first you release the back pressure. Actually shoving the nose down is not recommended, although that is what I did the one time I entered a spin semi-accidentally. Then you apply opposite rudder and roll to the opposite direction, which usually is going to be to the Right, especially if you have any power in. You do not roll before you release back pressure and break the stall because the ailerons will make the stalled condition worse on the wing you are trying to raise. Some people even say you do not use the ailerons at all until you have used the rudder to get the airplane rolling in the opposite direction. Some airplanes do not have washout on the outer wings or differential ailerons and using the ailerons will make things worse.
Several years back locally we lost a pilot and her brother when they went out in Cessna 152 and stalled/spun, apparently while circling a lake in a remote area. Doing steep turns while looking at something on the ground is one of the best ways to have a stall/spin creep up on you.
The A-7D has a problem that it can stall and then enter a "post stall gyration." If it is in a post stall gyration rather than a spin and the pilot applies standard spin recovery techniques it will never come out of the spin. There was a proposal to install a device that would automatically detect a post stall gyration and activate a flap to recover, but I do not think this was ever installed on USAF aircraft. I heard about the A-7D problem because it was proposed that a modification of that same box would enable us to replace an F-106A component that had been in service so long we no longer had any spare parts or adequate technical data for it. So I got the prototype A-7D box and was going around SM-ALC getting into F-106A nose gear wheel wells to see if it would fit.
Here is a pretty good article on the "Yankee" series airplanes:
Aviation Consumer - The AGAC AA-1
About spin recovery in the C-150/152 series-- The C-150/152 series POH advises, "1. Retard throttle to idle position." followed by, "2. Apply full rudder opposite to direction of rotation." Then, "3. After 1/4-turn, mokve control wheel forward of neutral in a brisk motion.." I've had some students take this to the extreme, luckily we were slow. And, "4. As rotation stops, neutralize rudder, and make smooth recovery from the resulting dive." Usually can be done with sufficient altitude. Elevator before rudder can create an unwanted situation as I mentioned earlier.
I'm not certain what you mean when you said, "You do not roll before you release back pressure and break the stall because the ailerons will make the stalled condition worse on the wing you are trying to raise. Some people even say you do not use the ailerons at all until you have used the rudder to get the airplane rolling in the opposite direction. Some airplanes do not have washout on the outer wings or differential ailerons and using the ailerons will make things worse."
If you're talking about spins, a deliberately performed spin is performed with ailerons neutral.
If you're suggesting that coordinated controls not be used during stall recovery (getting wings level from an unannounced roll) you are correct IF you're piloting an airplane that was certified before 1946. It was back then that the CAA realized there had to be better ways to improve control during the stall. The new rule lead to slots in front of the ailerons and eventually to wing washout and differential ailerons. EVEN WITH differential ailerons, misuse can lead to an adverse yaw induced roll and even spin if the aileron input is held in position and the wing is fully stalled.
There are many CFI's who were taught by the "old school guys" who learned and taught rudder only for roll authority during stalls. That CAN, as I found out years ago, and subsequently demonstrated to my students (PVT thru CFI), get the unwary pilot into deep pooh-pooh. Aileron only use can also lead the pilot into a place he/she doesn't want to enter; especially if they keep the airplane stalled.
Many of these old school guys were good, don't get me wrong. However, what THEY learned often did not get updated. As such, they passed on a mediocre procedure to stall recovery. Seen this repeatedly. Some refused to use landing flaps because, "...those are only for emergencies and short runways... ." I'm not kidding.
When you stated, " Some airplanes do not have washout on the outer wings or differential ailerons and using the ailerons will make things worse." you were partially correct. Bottom line-- know your mount before taking it skyward. Period. Know about its certification standards/date, rudder above or below the elevator, airframe loading (dumb-bell type wing, fuselage or...?), airfoil characteristics, etc., etc., etc. A Piper J-3 isn't one where you'd use coordinated controls during stall recovery to maintain wings level configuration for the very reason you expressed. But, Not the "modern day" airplanes.
Many LSA airplanes from foreign countries do not have wing washout, differential ailerons, etc. Want to read a tragic accident report where a sweet bird was mis-used as a primary trainer ultimately killing off two wonderful people? Dig up the 01/23/2010, Waxahachie, TX, accident involving the beautiful Tecnam P-2002. Look at the various pics of a whole 2002 and read about it... .
When the industry is forced to go "cheap" for whatever reason(s) one wishes to ascribe, we end up with problems. The EAA, AOPA and FAA did not do GA any favors when they created the LSA rule. It prevented one of the best trainers ever made from being used due to the idiotic weight limit imposed by the LSA rule. Trainer? The Cessna 150/152 series airplanes.
Must trundle off to the doc's office, stay well and keep smiling,
F.