CirrusF, the difference is that the emphasis on maintaining height /minimising height loss at/beyond the stall is a training requirement,not an `absolute numbers` requirement as in stall testing.
For stall-testing it is necessary to stall the aircraft in a configuration(clean/gear flaps etc) as close to 1g as is possible,with in most,but not all configurations,zero thrust/torque(props)/idle thrust(jet) as is possible,and this will mean in a shallow descent.
The approach to the stall is usually started at about 1.3-5 Vs depending on type/configuration,and then the a/c is slowed down at a rate of speed reduction of between 1-2 kts/sec. whilst noting all the effects,ie buffet onset,aileron `*******`/snatch,yaw,nose slicing,pitch-up,buffet,control activity/position/forces,etc,etc,same with ASI/Vibrations ,etc. Then one looks at the stall `break`,clean,nose dropping,wing-drop,yaw,or is it a `pussy-cat`? Then you go and do it all again to be repetitive/consistent,then at all CofG positions,fuel loads ,etc.
That`s a rough-guide;it also should be noted that the instrumentation in the aircraft should have been calibrated if /wherever possible,otherwise one can be wasting a lot of effort.
Hope that helps..Syc..