I do indeed have Rich Stowell's books and some personal advice from him that has probably ensured I am still here.
I heartily agree about spin training. I would challenge the "authorities" to provide actual figures to back up their assertion that the risks of spin training outweigh the advantages.
I came, as I think I have told you privately, to do an aerobatics rating after a wind buffet nearly turned me upside down in a C172 at 4000ft. I got to wondering afterwards, WHAT exactly I would have done had I ended up upside down. Simple enough to say now..but back then I thought:
C172 accelerate quickly nose low and not much "grace" before VNE.
Poll forward and keep the nose away from the horizon whilst rolling..risking inverted stall, spin??
How much aileron, rudder?
What is the roll rate, CoG effect in inverted flight and accerleration of a C172 with 4 POB and half fuel??
Will she stand a 3G pullout under those conditions, will 3g be enough to avoid VNE??
etc etc etc.
Luckily I did not have (nor would I ever want) to make those assessments/decisions that time..as the wings stopped short of 90deg and I was always a fan of steep turns anyhow.
Sadly, however, the accident records are full of pilots who did and who (along with their passengers) paid dearly for the "privilege". These pilots, by and large, were faced with these decisions and flight attitudes for the very first time whilst in the stress of a sudden and, by definition, unexpected event.
Full aerobatics training is always going to be for "the few". I am told that in Australia, only around 5% of pilots have a rating and use it. However, I feel that EMT should be compulsory.
In fact there are holes in the system even then. I was, years ago, awarded my Aerobatics Rating in every manoeuvre that a utility class aerobatic aeroplane would do and yet, at the time I had NEVER performed a spin of any more than 3 turns including recovery
...which is to say that I had never performed a SPIN! But it says it, right there in my logbook!! That shows a fundamental misunderstanding (in the system) as to exactly what a spin IS.
My lazy brain defaults to out the window, probably because, after years of sim flying, I was chastised often, for sticking my head "in the cockpit". The T&B is an essential instrument and it is vital to understand the display (as some are quite different in form, if not function) of the particular aircraft de jour.
You mention the Viper which is an interesting case. Deep Stall (and I haven't flown one in anything but the full sized simulator) is an uncomfortable event. You have to throw and hold the rail guarded, momentary, MPO (Manual Pitch Override) switch with the left hand and rock with the right on a stick that barely moves. If you forget the MPO, the Flight Control System will not let you feed in enough up/down to break teh cycle..the limiters prevent it. Of course you now have no hand to use the throttle and even if you did, spool time would make things very difficult to judge.
I've tried Beggs Mueller but, as you say, it is somewhat aircraft specific and seems to work best in "modern" purpose built aerobatic aircraft. I also take no small comfort in (credit for??
) actually doing something to recover the spin