While discussing the angry handling characteristics of certified GA aircraft, remember that they have, during certification, demonstrated that their handling characteristics, including stall recovery, can be accomplished without the need for unusual pilot skill and attention (FAR 23.143)
....(b) It must be possible to make a smooth transition from one flight condition to another (including turns and slips) without exceptional piloting skill, alertness, or strength, and without danger of exceeding the limit load factor, under any probable operating condition ....
At certain amendment levels of 23.201 (stalls) power is not to be required during stall recovery (meaning you must be able to recover entirely power off). That said, nowhere in the requirements is there an objective to prevent altitude loss during a stall recovery. This notion seems to be a training thing. The idea that the application of power should be the first action to recover a stall worries me - what if the engine fails then?!
So the handling, and departure from controlled flight which may accompany an approach to stall, or actual stall in any configuration has been demonstrated during certification to comply with these requirements.
During certification stall testing, smooth air is desirable. If turbulent air is encountered during flight, including stalls, things can be very different.
In a Cessna 152/172/182/PA-28, landing configuration could be any configuration for which flight is possible (landing gear position as required, if applicable). The use of flaps, carb heat, propeller fine, cowl flaps are not required to accomplish a safe landing - just a good idea. Landing configuration need not be defined for a simple GA aircraft, it's about any configuration. If an instructor/examiner seeks a particular configuration, they should state it.
Yes, in a turning stall, the sudden application of lots of power can be destabilizing. This should be taught. If a pilot initiates a stall recovery at altitude, the application of a lot of power need not be necessary until the stall is recovered, as with lots of altitude, the pilot has some to spare to assure that stall recovery is less challenged. If the pilot has approached a stall at low altitude, and power is required during recovery, okay, the attempt should be made, but that pilot already has placed themselves into a precarious situation. Low altitude flight flight should not be out of control flight.
If a pilot wants to do a full stall in landing configuration, and they are well aligned with a suitable landing surface a few feet under them, very good!