Tinny .. not having a go at you at all, good sir.. the problem is Industry wide and endemic.
Our concern merely is to draw it to the attention of the folks in PPRuNe .. what they might do with the knowledge is another matter, I guess ..
According to my reading of FAR23 those are all within the testing envelope.
.. and this is where we would like the discussion to go in due course.
However, before that, how about a few people list their thoughts on how to
(a) approach the stall
(b) recover from the stall
It would be best if this could be done in boring bullet point detail.
After that it might be quite useful to have a look at
(a) the regs
(b) a few AFM/POH to see what the OEM suggests
and then see to what extent reality matches the airworthiness certification presumption.
So far as being adventurously boring in aircraft handling matters, the earlier reference to an inverted spin was related by a TP (but one who is well up the TP ladder) who had an airforce TP student in one particular well known light twin simply hold the aircraft into the stall, rather than recovering per the OEM procedure at the onset of stall indications ... onto its back and around it went to the amusement/surprise of both ....
The concern is that the instructing industry, aided and coerced by the flying side of the regulatory processes, encourages protocols which are potentially dangerous and certainly outside the intent of the certification process .. no problem, I guess, if the exercise, knowingly, is intentional between consenting adults .. but, if in ignorance - especially with an impressionable newbie student who knows no better, that may be a different matter and worthy of discussion here ?