The reason why the Pc12 has it is the huge torque delivered by the prop/engine and it wouldn't be controllable with max torque and stalled wings.
If that were the case, other single engine turboprops would require a stick pusher. There's nothing special about the PC12. The certification requirement (in the US it's 14CFR Part 23.201(f)(5)(iii) - don't know the EASA ref.) says that a turboprop aircraft only needs to demonstrate a power on stall at "thrust necessary to maintain level flight at 1.5 VS1 (where VS1 corresponds to the stalling speed with flaps in the approach position, the landing gear retracted, and maximum landing weight)", and in those conditions there must be no more than 15 degrees of roll or yaw (up to 25 degrees allowed above 25,000ft).
A PC12 doesn't need a whole lot of torque to fly at 1.5 VS1, and there's a high likelihood that it could meet that certification test requirement - just as aircraft like the Meridian or TBM do. And at the worst some aerodynamic fixes could be applied to make it meet the requirement - much more easily and cheaply than installing and certifying a stick pusher. The Piper Meridian or Socata TBM don't have stick pushers, but if you apply maximum torque at the stall there is no guarantee that they wouldn't roll on their backs, as it's not something that they needed to demonstrate to achieve certification.
Cirrus they couldn't be bothered finding out and used the BRS as and excuse not to test.
I'm afraid that's just wrong. It would have been way simpler and cheaper for Cirrus to do a full spin test program than to certify the parachute. It is not an add-on to cover up poor handling or design - no matter how much some Cirrus detractors would like it to be.
In all likely hood you would be able to recover normally its just nobody knows. Well they more than likely do but nobody will admit to it.
As India Four Two says, it was spun for EASA certification. At least 60 spins, which always recovered within the parameters required for part 23 certification. The outcome of the testing was that EASA agreed with Cirrus and the FAA that using the parachute was the safest way to recover from a spin with minimum loss of altitude.