One problem I see in pilots who are talking about inadvertent spins is
identifying what is and isn't a spin.  There's a big difference between a
fully developed spin and a post stall gyration, which is what you usually
get when a wing falls off at stall.  The nose drops, the plane may flip
inverted and next thing you know you're staring at a windshield full of
earth.  Most spins require positive control inputs to enter (full aft stick
and full rudder at the stall) and I don't think that's what happens the vast
majority of the time.
   Where a lot of pilots screw up here is applying anti-spin controls when
all that's needed is to center everything, let the plane stabilize and then
do an unusual attitude recovery.  By applying anti-spin controls, you can
easily induce a spin in the opposite direction of your gyration and really
have the situation go to hell in a hand basket in a hurry.
   The key to identifying what is and isn't a spin is your ball.  If it
isn't pegged to one side or another, you're not spinning.  If this is the
case, take a deep breath, relax the controls and give the plane a few
seconds to pick up some speed and stabilize, then recover normally.  It may
not be comfortable, but it sure beats what will follow if you hamburger up
the recovery.  If you ARE in a spin, go neutral to forward stick and step on
the rudder opposite where your ball is.  At the first sign of recovery,
neutralize the controls or you may start spinning in the other direction.
You'll likely be in a very nose low attitude when you stabilize.  Level the
wings and smoothly pull the nose back to the horizon.
   It's seeing and practicing stuff like this that will allow you to avoid
total panic if your plane puts you in an attitude you've never seen.  The
best way to learn and practice it is to take advantage of one of the many
schools that teaches these things along with aerobatics.  You can learn in
an aerobatic plane like a Pitts or Citabria, wearing a chute and with a
qualified instructor.   Not only will it boost your self confidence to
recover from an unexpected upset, but you'll be able to identify what kind
of departure from controlled flight you're dealing with and apply the
correct controls instinctively before you chew up several thousand feet of
sometimes unnecessary altitude loss as a result of an improper recovery.
   One last word- this is NOT something to try to learn in your Lancair.  I
would never advocate an intentional spin in one at all.  My recommendation
would be to take a couple of training flights like I mentioned above, then
go up to a safe altitude and learn the stall characteristics of your plane,
preferably  with an instructor onboard.  Some people suggest that you never
enter that part of the envelope.  I personally beg to differ with that.  I
want to know beforehand and at a safe recovery altitude what to expect from
any plane I fly.  To stick your head in the sand and hope you never go there
is to leave yourself unprepared to deal with a situation that easily kill
you.
   That's my .02 worth.
   Skip Slater