I do think they are making a mistake trying to sell everyone a "one size fits all" recovery
With our operation (737) in the simulator during type rating and recurrent training, we practice two types of recoveries. High and low altitude recoveries. At 37,000 ft at buffet/stick shaker, we lower the nose to zero degrees body angle or slightly lower, while at the same time apply GA power. Since the thrust is only about 4000 lbs aside at that height (as against 20K at sea level) the pitch up is hardly noticeable and easily counteracted.
At zero body angle the speed increases slowly until at 230 knots IAS we gently level out. This results in about 3000 feet loss of height. The 230 knots IAS figure comes from the FCTM where it says if FMC speeds not available above 25,000 ft use Vref40 +100 knots for holding. That is roughly 230 knots IAS.
If the stall was due to mishandling in severe turbulence and during the recovery severe turbulence still exists, then the aircraft is held in the descent angle until severe turbulence speed in attained and then recovered to level flight. Expect a height loss of 5000 ft. In each case no attempt is made to revert to level flight until those safe airspeeds are attained.
For low altitude practice stall on final approach, the autopilot is coupled to the ILS and at 1500 ft agl both thrust levers set to idle. The AP trims the stabiliser more or less continually backwards as the AP tries to fly the glide slope and the IAS reduces until around Vref minus 25 knots the stick shaker goes off.
There is no discernible buffet. By the time the airspeed reaches Vref minus 25 and the stick shaker operates (and you wonder how crews has missed the speed indications in previous accidents/incidents) , the stabiliser trim would have moved back to about 13 units under the AP as it tries to hold the ILS glide slope angle.
Max (firewall) power is applied, the AP is disengaged and nose lowered to around five degrees nose up. Anything lower than that will result in severe height loss which could be dangerous if close to the ground. It then becomes a compromise between descending while close to the ground and picking up speed and trying to "claw" your way up at low speed. At the same time the pitch up caused by full power is contained by strong forward control column while
simultaneously applying immediate continuous forward stabiliser trim for about seven seconds to place the trim in a position where the forward elevator pressure becomes effective. While still maintaining five degrees nose up, the IAS gradually increases, although some height loss occurs but only for a few seconds.
By now, about 3-500 feet has been lost during the recovery and as soon as airspeed passes through Vref in the ensuing climb, the aircraft is pitched up to normal GA attitude and Flaps 15 selected. Flap is left at landing flap until Vref is reached on the recovery. That is because if flap is selected to 15 as part of the recovery while airspeed is well below Vref then the aircraft is in danger of stalling.
I am sure there are other ways "to skin the cat" as the saying goes, but these two methods work well
in the simulator.
Constructive criticism welcomed but please don't shoot the messenger on this one