I did ETPS as a civilian back-seater, so I don't know first hand what the chaps in the front seat had seen of post-stall conditions prior. That said, given that in my syndicate the two pilots were a Herc driver and an F-18 driver, the odds are that it varied somewhat.
I mostly agree with you - any pilot should recognise the stall, and feel comfortable going there and coming back. I do not, for example, like the typical FAA approach of slow flight only recovering at the warner.
Okay, I'm not PPL student, nor have been for several decades, but I practice stalls most months, increasingly from the right hand seat, and regard them as just something you stay current at, whilst avoiding them if you didn't actually mean to. The "here live dragons" attitude in much (civilian / GA) flight training is indeed silly.
But I remain firmly of the opinion that the first priority in PPL training should and must be recognition and prompt recovery. Taking an aeroplane into the post stall regime should not go outside the cleared envelope, and should generally be regarded as an unnatural act - at that level of training. That doesn't preclude spin familiarisation, but again the emphasis should be, once in a spin, on prompt recovery.
Holding an aeroplane in any post-stall condition belongs in specialist advanced training, using aeroplanes properly certified for the purpose.
G