If you use rudder to level wings at the stall you run a good chance of entering a spin.
Although most current general aviation aircraft used at flying schools have benign stalling characteristics, there can be hidden hazards than can cause severe wing drops at the point of stall and catch the unwary by surprise.
While this writer has experienced severe wing drops in older military types, even the DC3 can surprise you if stall practice is entered too harshly in the landing configuration. By ‘harshly’ I mean faster than the usual reduction of one knot per second until the stall occurs.
By far the worse aircraft I encountered was a certain Cessna 152 owned and maintained by an LAME. Like the Cessna 172, the Cessna 152 has a benign stall. On this occasion during a practice clean stall, the left wing dropped rapidly and quite unexpectedly. While the usual recovery was initiated (sufficient rudder to stop the yaw towards the dropped wing and nose down elevator), this aircraft yawed and rolled so quickly that 4-800 feet was lost in recovery with the aircraft recovering 180 degrees in the opposite direction to the original heading.
The same problem happened with the full flap stall recovery - only worse -and the flaps had to be retracted quickly to avoid exceeding flap speed limitation. This aircraft could have been a danger to any pilot inadvertently holding off too high during landing.
Following the write up of this defect in the maintenance release, an investigation revealed mis-rigging of the left wing. Once that was rectified, the benign stall characteristics returned to normal.
The lesson here was that although most flying school aircraft have benign stall characteristics, an occasional ’rogue’ aircraft can slip through the system. In this case, the rogue was well known among the instructors who flew and trained ab-initio students on it. Yet no one bothered to write up the snag. An unspoken proviso among the instructors was that solo ab-initio flying on that aircraft was not permitted because of its unhealthy stall characteristics
It follows that if an aircraft you are flying has worrisome handling characteristics, then when in doubt write it up in the maintenance release. The operator should fix the problem before further flight. If nothing else, it warns the next pilot who flies that aircraft rather than leave him to cop an unexpected problem.