given the time from altitude to surface, would that be your first decision?
The Edwards' test pilots know to extend the gear for spin recovery last chance effort if all else fails, so there is some precedence. The finless B-52 guys figured out gear extension helped due to the aft bogey. Depends on the pilot and his knowledge of the depth of aviation that preceded him. But face it, if you're stuck in a stall, you'd be figuring it out real quick.
There is another precedence though from GA. They interviewed survivors after engines fell off of Buckers, before they cabled them in, asking why they didn't bailout. They replied they still had 3 axis control, where in straight and level descending flight, figured all was well, and didn't grasp the sink rate till they got low. Don't know if this is even applicable in this case, but thought I'd throw it out.
If the main plane was still flying, flaps move the center of pressure forward, causing a pitch up; they permit a nose down attitude at low speeds for this reason.
Flaps down cambers the airfoil and creates a nose down pitching moment in 2D. If that is reversed, then the B-2 would use down elevator for pitch up. Additionally, when applied 3D on an aft swept wing, the 2d effect
still applies, and the outer portion of the wing is making more lift aft of the aircraft cg producing a nose down moment.
The nose down attitude with flaps for landing is because the stall AOA is reduced flaps down.