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Fockewulfs are often known to amateur pilots for their difficult spin recovery particularly the A series and the Ta 152 version as the common civilian aircraft standard "throttle down, opposite rudder" technique does not work well and often does not even recover at all. Even the famous PhlyDaily's Ta 152 Simulator Battles video demonstrates his lack of spin recovery knowledge in War Thunder specifically. However this technique applies to all and usually results in rapid recovery. Concerning most of War Thunder's single engine prop aircraft, this technique works on most aircraft however some aircraft do not need to "pitch up" in a deep stall.
Reset all trim controls and retract flaps.
Full opposite rudder deflection. If you are autorotating with the turn co-ordinator tilting right, use left rudder. The turn co-ordinator is the somewhat thin black stick with a white tip that lays on top of the artificial horizon instrument:
If your nose is above 45 degrees below the horizon pitch the elevator up for a deep stall. However If your nose is below 45 degrees below the horizon, you can simply pitch down. The reason for this is the shadowing of the tail in real life (Refer to the picture below right) however in War Thunder I have a different reason with different logics relating to stability and in the case of WT your aim is to try to upset the stability. [It's a bit hard to explain but it's related to dihedral effects at certain AoA (although I haven't explained it there either) as the aircraft's wing stability is "reversed" in a way in a stall. If you don't get it just ignore what I said from these square brackets as you will probably end up learning something that is wrong like how early plebeians that weren't bright thought birds flew by magic]
Since War Thunder does not have proper prop wash effects, we can apply full throttle if it wasn't already full, which magically boosts all tail control surfaces despite the airflow should be skipping the tail area. DO NOT DO THIS IN REAL LIFE AS IT CAN MAKE THE SITUATION WORSE, particularly with gyroscopic precessive effects.
Ailerons INTO rotation (as in if the turn co-ordinator is pointing right, push stick to the right).
If you were initially in a deep stall you can start pitching down once your nose starts to drop.
Once your plane is out of the stall, you can center your and elevator and ailerons gently. The plane will continue to roll for a bit and you will sometimes go inverted momentarily but as long as you don't excessively use the elevator to stop it you sholdn't get into an inverted spin.
Once the rolling slows down, you can relax the rudder and wait a bit before commencing recovery.
Do not use excessive elevator control to recover hastily as you may end up in an inverted spin if not careful.
Pull gently on the stick until the plane starts making the voilent wind sound, or starts emitting those white streaks off the wingtips or starts shaking and let go just a bit further to maintain energy better during recovery unless you are about to crash into the ground.
Once you're in normal flight attitude again, check your surroundings to update your situational awareness. Often pilots will spy on a plane that's spinning out of control or even diveo n them to attempt to get a few hits in hope they'll get the kill when it crashes.
TL;DR:
1. Opposite Rudder
2. Ailerons into spin
3. Upward elevator if in a flat spin, else use down elevator
4. If required, use power to boost rudder/elevator control surfaces
Steps don't have to be in order but the rudder is usually what helps stops the spin the most in most aircraft.
Good luck!
War Thunder Video Demonstration: Focke-Wulf FW-190 D-9 "Dora" Spin Recovery Techniques
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