This FOT was prompted by several events in airbus aircraft (not only FBW) where high angle of attack situations were not handled optimally. At least one hull loss may well be attributed to this condition.
The previous stall recovery checklists did not have enough emphasis on the immediate requirement for a reduction in angle of attack.
The above comments regarding 'slam' TOGA thrust, particularly with respect to nose up pitch moments and the real possibility of a secondary 'g' induced alpha exceedance during the initial recovery process, also lend weight to the new procedure.
In FBW aircraft, where stall recovery would normally only be seen in an alternate law state (with reduced feedback protections at the sidestick) , this is even more relevant.