It is simple in the SIM to just bring THR LVRs to idle and stall, push the stick forward and recover. For all you know the aircraft hadn't stalled because present simulators are not representative of deep stall and you are not allowed to practice deep stall. So if you did nothing else it wouldn't matter. In Perpignan and AF 447(although self created) the stab had auto trimmed way up and to unstall it required to manually trim forward otherwise recovery was not possible
Further to the subject of stall recovery, it is interesting to study the Turkish Airlines B737 crash at Amsterdam see:
https://www.google.com.au/search?sou....0.GaJ3YewRW-M
Some operators, during type rating training where the syllabus requires approach to the stall recovery action, have replicated the events that led to that disaster. One of those events was the almost continuous back trimming of the stabiliser as the autopilot attempted to maintain the ILS glide slope after the thrust levers went to idle.
At stick shaker with an airspeed of (from memory) approximately Vref minus 25, the stab trim had wound back to about 12-14 degrees back trim instead of the usual seven degrees setting at landing configuration. In the simulator, when recovery at stick shaker is attempted in this situation, the pitch up at firewall thrust is really significant and can lead to a full power stall if not contained. This is because the forward elevator forces needed to contain the pitch up at full power, are so strong and need to be relieved by immediate forward stabiliser trim action which requires about 5-7 seconds of continuous nose down stabiliser trim. Care has to be taken not to over-trim of course; but five seconds of continuous forward trim should get you out of immediate trouble as by then the stab trim will be around 5-7 degrees as in a normal go-around situation.
. At the same time the pilot needs to carefully adjust the pitch angle to remain around 5-8 degrees nose up as a compromise between flying into the ground while trying to increase airspeed, and pitching too far up to prevent a secondary stall warning. Once Vref is reached, the flaps can be retracted to flap 15 as in a normal go-around and body angle adjusted as per normal go-around procedure. None of this assumes the aircraft is in a deep stall. if that happens at low altitude, all bets are off and the devil take the hindmost..