Hmmm, some not so accurate information is emerging....
Letting alone any discussion of jets,
in a C172 the right wing is actually at a slightly higher AoA than the left due to the fuel return, the fuel return on goes to the right
Not really. Both wings of a 172, like most trut braced Cessnas, can be indepedantly adjusted with cams, so as to change the angle of incidence. 172's (at least carburetted ones) do not have fuel returns. The 172S might, I'll have to enquire. A fuel return would not affect stalling characteristics. You will find that only the most precisely manufactured metal plane has both wings the same. Those minor variances will create wing drop in a stall. In small amounts, it is a non event. I have test flown aircraft where it was certainly unacceptably high though.
At some stage -- maybe low speed, an attempt to climb without power, engine output reduction (carb icing?) the airflow might become turbulent and the airframe approach a stall -- the pre-stall buffet due to non-laminar airflow. At this stage, in principle, the pilot can either push the stick forward to reduce the AOA, and increase airspeed or he can apply more power -- though the latter is dodgy if he is very close to a stall as he could end up in a power stall or power spin. It seldom happens presumably because it takes a bit of a clot to get into that position and clots don't often get licences?
I'm not in agreement with this either.
A quick list of factors which affect the stall "speed":
AoA (flap position can affect), weight of the aircraft, C of G position, G loading (angle of bank), and aerodynamic "cleanliness" of the wing.
Power affect where you are going while the stall is happening (up or down).
Speed, in conjunction with power will affect your AoA. Drag affects speed.
Aircraft (other than momentarily, on inertia) do not climb without power. Laminar vs turbulent airflowcan be an element of a stall, but turbulent airflow over much of the wing can still sustain lift enough to prevent a stall in some aircraft types (and most GA types).
Yes, pushing the stick forward reduces the AoA, and this important for preventing/recovering a stall, but the reduction of G loading is another important element. Other than speeds presented relative to angle of bank, stall speeds are presented in one G flight. It is possible to fly at less than one G for brief periods, and this could be an aspect of stall prevention/recovery. An aircraft flown at a half a G is still fairly controllable, and has a much lower stall speed. Obviously, you can't do this for long, but sometime, just long enough to get yourself out of trouble. This is a coupled effect with AoA reduction.
Applying more power changes your direction of flight (let's presume from a little downward to a little upward for ease of understanding). If nothing else changes (attitude relative to earth), the AoA has been reduced by doing this, and the speed will increase. Both of these will create an increased margin from the stall.
A wing will stall when its critical angle of attack is exceeded for the G loading. Though speed plays a role in this, if the G is not one, the speed may not have the direct relationship to the stall that a pilot expects.
"power stall" and "power spin"... Well... with the exception of control limited aircraft, any aircraft can be stalled and spun at any power setting. Power will affect this, and torque can certainly effect handling entering and recovering. Pilots are wise to seek out good training for this type of flying, and when competent, practice regularly.
Stall spin accidents are a result of the pilot failing to maintain flying speed for the conditions, but are not isolated to new or careless pilots. Unforseen conditions can lure a pilot in. The only way is for that pilot to use remarkable wisdom, and experience to avoid the condition - 'cause once you're there, it is what it is. Stall spin is too common, I have cleaned up some wrecks. The most common example of this is a floatplane departure from a lake, where once crossing shore in the climb, unfavourable wind, or downward moving air prevents a climb over the obsticle, and the pilot pulls back more in an effort to clear. This can become very bad fast, and only careful departure path planning is going to prevent it.
The circuit at a well used airport is a naturally safe place to fly close to the ground, as there are few surprises. Start flying planes close to the ground, away from airports, and the risks increase quickly. Stall spin is probably close only to CFIT as the greatest risk.
Do not assume that because you are a "good pilot" you cannot find yourself approaching an unexpected stall (which puts you at risk of a spin). All planes will warn you in feel (some earlier than others). only lots of practice will teach you to feel the plane's approach to a stall.
"Good" (non Darwinnian) pilots have learned (so far, anyway) to anticipate those conditions, leave themselves an out, and are current with the handling of aircraft they are flying, in that regime.