Fair questions. ohNo and Dave.
I would have no objection to a verbal prompt when flying as P1 with another pilot on board.
If I am flying as passenger then that's what I am. As I would prefer not to be killed then obviously I would attempt a verbal prompt in a developing situation. If that didn't have a result then a rather more urgent and firm prompt would ensue......if no reply then I suppose I would assume incapacitation and proceed accordingly.
FI hat on now. I teach low level circuits, stalling in all configurations, incipient spins. Can't do full spins in the Dr400. Operation at minimum level, precautionary landings, flap failure, radio failure , all sorts of engine failures in all sorts of places, anything else I can think of failing I will do it. Glide approaches, sideslips, no instruments.
Tug pilot hat on now. Steep turns pulling G to kill the speed are routine. Final turn low, close in, then nose down to flick the rope up, land anywhere without a glider in the way.
Glider pilot hat on. We can't do go arounds. So I have to be able to get a landing out of a student's messed up approach. Better, I can help the student sort it out for him/her self.
Oh, yes, stall warners. Usually the calibration is more than a little approximate. Control feel, buffet, stick position, and in unaccelerated flight the attitude and asi are far better indicators in light aircraft. Which is what I teach people to fly. Which is what I learned to fly, then got a CPL through the back door with 700 hours in 1990. Which is what I still fly, and am still learning. Sorry I can't take you spinning in the cub, but we are beyond the aft limit for spinning two up.
Happy new year!