As far as the THS is concerned, with the airplane 'falling' @ ~60deg AOA (e.g) drag would contribute more pitch down moment than lift.
Yes and when in a highly separated flow regime (fully stalled foils), extreme AoA, we may typically dispense with the assumption we are
flying, per se, and often revert to just summing the Resultant Force vectors rather than thinking in terms of Cl, Cd and Cm, associated with the fairly linear ranges of the lift curve slope and pitching moment slope (Cd just about remains a mashup of a parabola and drag dropout buckets at high Mach)