The first order of business is to reduce the angle of attack. Nothing new there. No surprise. At high altitude that reduction of attack angle may be as much as negative 10 or 20 degrees and will result in a number of thousand feet loss of altitude.
Accounting for variables, you don't necessarily need to 'slam' any FADEC controlled engine through the instrument panel. FADEC will merely set power based on the detent at whatever rate IT determines.
Engine mounting and resulting thrust vector also plays a role and both Airbus and Boeing recognize this. With an ever increasing number of stall accidents and loss of control it has become apparent the industry needs a serious review of some basic aerodynamic facts and they have both amended their stall recovery procedure to emphasize this. You are well advised to continue the discussion and pay attention to your amendments and Authority safety notices about stall, approach to stall and recovery/recognition.
The 'notion' of many flight crew to misinterpret 'minimal loss of altitude' in stall recovery during a flight test has erroneously been interpreted by some to mean "within 100 feet". This notion needs to be erased.