|If Beaver pilots are stalling out there are 2 problems: no training and incompetence.
I do remember looking for poachers with Fisheries officer (you can tell how long ago this was) in a 185 on floats, flying over Vancouver Island beaches at about 300.' We were in a tight turn over a group of people vacuuming up the beach (if you lived out here you would know what I mean) and the pax said look, behind us! I was tired, pulled hard to tighten the turn and the poor old 185 gave me a quick buffet and swapped a left bank for a right bank, but because I had practised this MANY times in my flying school with great guys like Ed Batchelor, I just recovered and we flew on. I'm not dead, stupid perhaps, but this is what training can do.
When I flew the Aerostar, at the beginning of the season during the first practise, we would intentionally do a high-speed stall in a turn with the forestry guy onboard to show them what it was and how easy it was to recover.
And Chuck is correct, a stall buzzer on a Beaver would go off routinely when you maneuver, you would just tune it out as a nuisance. A stall-margin indicator, like that in a Firecat, a simple needle gauge and stick shaker which tells you accurately how close to death you are, or on the dash of a Dash 7 which tells you you are perfectly set up for a STOL landing, a much better indicator than a stall horn.
If you don't know how to recover from any stall event, if you never learned how to recover from a spin and you don't practise it, you are doing yourself a great disservice and putting your passengers needlessly at risk.
Turkish Airlines at Schipol? Air France in the southern Atlantic? Yes, it still happens.