Well, Chanky kind of beat me to it, but here:
Stalls and spins are two different things.
A stall happens when the wings stops making lift and you start to fall out of the sky to due gravity. The only way to stall a wing is to exceed its critical AoA (angle of attack).
To recover from a stall, generally all you have to do is release back stick pressure/lower the nose and add power. Lowering the nose decreases the AoA below the critical AoA, while adding power helps get your airspeed back (further decreasing AoA).
As SgtPappy mentions, there are low speed stalls and high speed (accelerated) stalls. To recover from a low speed stall, you generally lower the nose and add power. In an accelerated stall, you have basically exceeded the critical AoA by applying too much elevator/stabilator deflection. Unless anything else happens, all you have to do to recover is ease up on the stick.
(As you enter an accelerated stall there will be a significant buffet as the air separates from the wings - you can hear and feel this. Fighter pilots can max perform their aircraft by pulling to the "nibble of the buffet" - a point where just a slight buffet can be felt and heard. Beyond that point, you are in the stalled region where turn performance suffers greatly.)
A spin, on the other hand, happens when you are already stalled and you introduce a yawing moment. One wing ends up stalled at a higher AoA than the other and you get an autorotation (yaw and roll at the same time). Eventually, you end up in a stabilized flight path, corkscrewing toward the earth rather rapidly.
To recover from a spin, the general procedure (unless an aircraft-specific procedure exists) is to Power to idle, Ailerons neutral, Rudder full opposite the direction of turn and hold, and Elevators neutral - PARE. Care needs to be taken when recovering from a spin by first neutralizing the controls before attempting to recover from the dive. Failure to do so may result in re-entering a spin, usually in the opposite direction because the pilot failed to neutralize his recovery inputs prior to attempting to recover from the dive.
For the game, rudder opposite the spin and aileron into the spin is the recommended procedure. Aileron into the spin makes sense because generally the down-going aileron creates more drag than the other. Aileron into the spin means the outboard aileron is helping the rudder create extra yaw force to oppose the spin.
IRL, the PARE method will work with most aircraft, provided you have enough time (time = altitude). Some aircraft require "stick into spin" or some forward or aft stick input.
However, anything else will likely result in tightening or flattening the spin (i.e. killing you faster). Adding power will likely flatten the spin. Opposite aileron or rudder into the spin will tighten the spin.
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