Stalls are no problem... not like a roller coaster at all.  Just make sure you dont use aileron at all, and if you feel a wing drop, get on the opposite rudder fast.

If your having second thoughts about stalls... you're not going to do well when you start practicing spin recovery. 

Stalls, as taught these days, are almost a non-event.

They CAN be quite interesting and educational, if entered aggressively.. but what you'll like do, is be asked to keep pulling back on the yoke until the horn goes off, followed by a very tame dipping of the nose, and loss of altitude...  and a power-on stall will just end up with a bit more nose-up attitude, when it happens.

As mentioned.. do your wing-leveling by rudder, and don't add power during recovery, until you've pitched down enough for a nose-down attitude.

Now.. if your instructor drags out the old weight-n-balance sheet, and asks you to work up a  "utility" loading plan.. make sure you're strapped in tight..   

I did most of my training circa late 1970s.. so I got to do spins (in a Tomahawk) 

Did spins again (in a Tomahawk) about six years ago...  had a neat experience where spin recovery ended up in a spin in the other direction 

I actually enjoy roller coasters, so take this with a grain of salt... 

Stalls as I learned them were these very involved exercises, with much angle of attack (particularly the power-on stalls), and a full design-dictated pitch-down to indicate the stall was fully developed. Fun for me, but not everybody, and when it really matters (base to final, or while low and slow trying to show your buddy his house from the air), you'll be dead before you see that.

What's more important is to recognize incipient stalls, and recover from them before they develop fully.
Brett is right, in that you should know how to get out of real trouble, because you might someday get stalled while crossed-up before you realize it... but usually the killer is when a pilot almost gets the wing stalled, and as they sit there wondering how this can be when they're not really stalled, the bottom drops out and down they go.

I've had a couple of breakthroughs with stalls: first, when one of my primary CFIs said (about power-on stalls) "just put your feet on the horizon and hold it there", which really helped me understand when the critical moment was at hand, and during my PP-glider training, when my CFI had me stall and recover while in a steep turn (thermaling): "buffet, recover, buffet, recover". I had never done that before, and it was a revelation... "you mean I can recover from an accelerated stall without leveling the wings? Wow!!"
When you think about it, you're not likely to stall the wing in a turn unless you really need to be turning... a "full recovery", wings level and all that, doesn't make sense in that scenario.


I'm not saying that doing it "by the book" is not useful, but until you are comfy pushing the airplane right to the brink and taking it back immediately, you will not be safe from stalls.

If it makes you uneasy, chances are you just haven't done a practice stall all by yourself in a way that made you feel you had a handle on it. When someone else shows you, it's just not the same. Stick with it, and remember you have the power to stop it, and you should do fine.