Like most of us, I did my training in Cessna’s and Pipers, which have benign stall characteristics.
First, from the early sound changes, to slight shudders in the controls, you have a lot of warning well before the actual stall.
Second, when the stall actually occurs, a quick push forward on the controls is usually all you need to do, and you are flying again.
A prosperous new pilot who upgraded to a Bonanza had a wing with similar characteristics, but more sound deadening, and controls which were less inclined to transmit small quivering. They were substantial, and heavy, smoothing out the feedback, for a comfortable feeling. The warnings were there, but easily ignored.
When I checked out in the first Cessna 177, the stall characteristics were surprisingly different. The leading edge had a smaller radius, resulting in lower drag, higher speed, and better fuel efficiency. The price paid for these improvements were less warning signals as stall was approached, and a much sharper stall.
I have flown both 150 and 180 Hp 177 models.
A pilot upgrading to a Bo from the regular Pipers or Cessna’s had a similar characteristic for near stall and stall performance.
From Cessna or Piper to SR 22 would be even more pronounced than from 172 to 177.
Present training avoids near stall flight, even at safe altitude, resulting in pilots with very little awareness of that region, and if the pilot is increasing bank when the symptoms begin, they can easily be ignored for the few further losses of lift before the plane is stalled.
As commented above, few pilots know the stall speeds at various angles of bank, most cannot even accurately tell their angle of bank without looking at the artificial horizon.
I have flown as a passenger in a Bonanza; Tuskegee airman was the pilot, Mooney, another Air force pilot. I paid much attention to the sounds as we slowed toward touchdown. The Bo gave much more warning than the Mooney, which is logical, as the Mooney has a slimmer wing profile, lower drag and better miles per gallon.
As a separate, but related issue, the three flights that day all appeared to have been flown by autopilot. You paid for it, use it! But you are losing the feel for the plane. You should decouple and hand fly the last 15 to 20 minutes, to get back into the rhythm of manual inputs and plane response.
Presumably, the 20 minute stop at Manteo was for fuel, since there is none at First Flight, and the final flight would have returned to the point of origin. That raised the stall speed above what it had been for the two previous landings.
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