Having just read the article, I think in his attempt to simplify the process the author has made assumptions which are either not strictly correct or misleading.
Firstly, he tries to explain the function of stalling by linking the angle of attack to the elevator position. Although the angle of attack is controlled by the elevator, it is not a function of it. In many cases you can link a stall speed to a stick position, but not all. 'Stall stick position' will change on various circumstances. For example, try the difference in stick position between the clean and approach configuration in a Rallye.
He also mentions that a steep turn of 60 degrees will not change the stall speed. If descending at 1g this would be the case, but if you were to maintain level, you would have to pull 2g. If your 1g stall speed was 44 knots, at 2g it will be 61 knots.
Leveling the wings with rudder? NO!!!!!! Use rudder to prevent further yaw - and that only. This concept should have been eradicated years ago.
FYI, the DC10 has swept wings which have different stall characteristics to GA aircraft. An A320 stick selects a g loading it pitch and returns to neutral when the selected loading is 1g. It will be in the same position at any phase of flight at 1g, but the safety systems won't let you get near the stall anyway.