More simply put if your aircraft is stalling, add a bit of forward pitch and add power so you don't pitch up. Guess that is too simple. Sorry. It always worked for me instructing in C 150's. Also works in B757's.
Yes ... pitch + power/thrust management seems however a little bit more tricky in real life when :
- close to the ground
- loosing speed due to windshear
- developping high sink rate
This is, I think, the most common stall context in line operation.
C150 or Boeings.
Full power/thrust is then required to recover energy asap.
Lowering the nose being a very limited option.
So the "standard" recovery practice : full (TOGA) thrust, while keeping the aircraft at the edge of the stall or, most commonly at the stick shaker limit. It works ... (Except on ww2 fighters where full throttle at the stall would snap roll the aircraft ...)
Trim is not mentionned here, because :
- the aircraft is normaly on trim for a speed higher than stall speed
- the aircraft would remain at max lift CL for a while ...
- it is normal flying skill to trim as necessary, isn't it?
Basic flying skills ... rehearsed again during type rating and recurrent training so as to be aware of and familiar with special - type related - idiosyncracies.
Is it too much to require from a type rating program to discuss and train in all aspects of stall on type? Including of course malfunctions of automation?