I don’t see that any one has answered Blip’s question directly; so here is an attempt.
First few if any civil aircraft will ever enter a deep stall; those ‘T’ tail types that may be susceptible will be fully protected (normally a stick push system). I suspect that your question relates to a ‘fully developed’ stall.
The theory of stall recovery requires a reduction of AOA by pitching down or increasing speed, or both; or if in an accelerated stall by reducing ‘g’.
The practice of stall recovery is to follow the advice in the manufacturers manuals as each aircraft type will have it’s own peculiarities.
Stall recovery does not normally require violent manoeuvres (zero ‘g’ push / then pulling lots of ‘g’). A fully developed stall may require more nose down attitude, but the certification requirements require civil aircraft to have a nose drop at the stall anyway. Similarly these aircraft should not suffer from rapid roll off or yaw excursions, although over swing from a wing drop recovery at 60 deg could exceed 90 deg (cert testing requires a demonstration that the aircraft can be controlled within these limits by use of aerodynamic controls – thus the lateral controls will have some effectiveness. With a roll-off and nose low attitude the speed should be increasing (a stalled wing does not mean no lift, just insufficient to maintain level or sensible pitch controlled flight). Also it would be unusual for a low thrust line to produce a significant nose up pitch, although the effect of this pitch can be felt as a change of trim. The longer the time that the aircraft is in the stall the more altitude that will be lost. The recovery time (altitude lost) depends primarily on using the approved technique; all of the above aspects depend on the aircraft type.
Tail plane stall is normally associated with ice contamination; don’t forget that the ‘lift’ force on the tail acts in the opposite sense to the wing. The general recovery technique for a tail stall (identified by rapid stick forward movement and pitch-over) is to pull back hard and reduce flap angle, totally different to recovering from a wing stall. However, always follow the manufacturer’s advice. I do not know of any jet aircraft that is declared as being susceptible to a tail stall.
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