Try it in a Tomahawk (Piper).. When my instructor demonstrated spin recovery.. we went right  into a spin.. IN THE OPPOSITE DIRECTION

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Mmm, my first 20 hours or so were at a civvy school, and  I'm fairly sure we were taught the stall recovery pre-solo (being an RAF sponsored course I expect this would be the case as. To notot teach it could be considered negligent in the event of a poor little 18 year old stoofing it in on finals).

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We do it in a similar fashion - our minimum (intentional!)stalling height is 5000ft AGL, even with the seats, and would technically give a 2000ft window in which to recover the aircraft in the event of a departure from controlled flight before the mandatory minimum abandonment height.

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I was once offered a demonstration in a C152! I politely declined...

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I used to say that if I owned a plane, I'd disable the stall-horn . A lot of the fun flying for me is at or near stall speed. I  REALLY enjoy tossing a plane around in slow-flight. If you can master Dutch Rolls, right at stall-speed, you're more than prepared to land a plane in a gusty, unpredictable cross-wind. And, if you take off from grass fields with obstacles.. requiring a rigid V-x climb.. the stall horn can get annoying. I thought.. geez.. if you cant feel a stall coming on by now you shouldn't be flying..

An equal wise, vetran instructor told me it would all but void my insurance and promised me that at some point, climbing out in IMC that I'll be fiddling with the radios or something and that horn will remind me I had neglected the attitude indicator and/or airspeed indicator.. You'd be surprised how quickly a plane will get "out of shape" when you can hardly see the wing-tips.

One day during my preflight, I found the stall horn didn't work, so I told my instructor, and he said, "just don't stall".   So Spirit, tell your instructor you just don't ever plan on stalling. 

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I've heard similar stories about Tomahawks... they seem a little unfriendly in a fully-developed stall, from what I've heard. Other than that, they're wonderful trainer/sport planes.
Most interesting tale was of a CFI and student who found themselves in a deep stall; the heavier of the two had to crawl up onto the glareshield to get the CG forward enough for the nose to come down.

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Just as long as you don't rely on it as even the simplest mechanical device can go wrong & the calibration or positioning of the actuator switch might vary considerably on different aircraft, even the same type. Some might work better than others or have a habit of sticking. I think this was one of the reasons for my boss not liking the idea, especially on a basic trainer. Far better to be able to recognise an impending stall without depending on a instrument.

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True. However any safety net is better than none. I can think of a couple of scenarios where the stall warner may very easily make the difference between landing safely and ending up a crumpled heap in the ground (particularly if there is cloud around! )

[edit] I notice Brett's mentioned this above. The stall warner could be the difference between regaining control before the stall, or pointing at the ground in rapid time 

When you're peripheral vision is loaded with a nice mixture of terra-firma and blue.. it mixes well enough with your other senses to feel a stall coming in plenty of time. I'd be more than happy to never hear a stall horn in that situation.. It's that darn IMC stuff.. THAT'S when I'm glad it's there. The stall you enter then could very well be because you're banking some 60 degrees and didn't even now it. That kinda stall has a much smaller recovery window.

(I'm picturing Hagar setting a wheelbarrow on it's rests and trying to figure out what that blasted noise was    )