I'd like to point out that a burst of power at the point of stall may well CAUSE the aircraft to stall. Increasing the down force on the tail with very limited increased lift from propwash and none at all yet from airspeed is a recipe for disaster. You want to be reducing the back pressure (stick moving forward) first.
Whereas I would agree that it is almost indistinguishable which action one is doing to correct what I'd like to explain further the ILS situation.
Flying an ILS I have the aircraft trimmed to the correct speed and then leave it there. There maybe tiny corrections to maintain the glide path but these are to small to trim out. As soon as there is any trend in the pressure required to maintain the glidepath then it's time for a power change. Due to the changes in windspeed with altitude you will always need to change the power setting on the way down but you can arrive with the aircraft still trimmed correctly at the right speed (and thats where good landings come from).
However if you are performing an autopilot approach (without auto-throttle) then you will be controlling the speed with the power alone.
It's bit of a chicken and egg thing but it is of utmost importance that one knows that speed control is the stick.