NoD hits the nail on the head. ----Recognition of the event and the time of recognition are paramount.
I've been in TAT probe icing on a 777 flying over Indonesia and neither of us knew what to look for and didn't call for the correct QRH drill.
Now, the aircraft didn't do anything peculiar therefore we never strayed away from the ''safe'' baseline.
But lessons learnt.
What it comes down to is:
1) knowing what your aircraft is doing at all times. 2) have a working knowledge of pitch/power settings during all phases of flight if things go tits up 3) be prepared to sacrifice on these rules if on recognition of problems you realize you are not in a position to set ''normal'' pitch power settings