But is this a incipent stall you are recovering from or a fully developed?
Indeed! As the original question relates to a stall, not the approach to a stall, it is fair to assume that the stall has occurred prior to the conditions described. A stall has occurred when the pitch control can no longer be maintained, or the elevator has been held against the up stop for three seconds. Until one of those two has occurred, the aircraft has not stalled - it could have approached the stall (incipient stall). With the exception of those few aircraft which are pitch control limited (Ercoupe being the only example I have flown), all other aircraft will pitch over on their own if allowed to stall at idle power. (high power is cheating) Once pitched over, continuing the control input that got you there is likely not going to get you out. You're going to have to lower the nose somewhat - though I agree, probably not full down!
I was flight testing a modified Robertson STOL C 206. I could not figure out what it's stall speed was (a flight test requirement). This was because I could not figure out when it was stalled. I could fly through a 5 knot speed range while maintaining some pitch control of the aircraft, though it was a bucking bronco. I sought expert help, in defining the stall. it was much more simple than I thought; what was the lowest speed at which I had full pitch control? Yes, I could achieve slower speeds, but the aircraft was not wholly under my control - it was stalled already. The stall had occurred at the higher speed.
Pace, I have never flown a jet, but I have to believe that they will fly and stall like a propeller aircraft (it's a design requirement). I agree that when you are warned that you are approaching the stall, powering out of it with no pitch change will work. Several aircraft types I fly will power out, and climb away in any configuration, as long as you
are flying, and don't pull back more - but they are not stalled yet - just very close! I have done this with the controls held to the nose up stop, but it was not stalled. Were it to stall, it's going to pitch over, and I will not prevent this with elevator control. If I add power, it will change the effect of the elevator.
I think, for the purpose of a discussion of pure stall aerodynamics and handling, things would be more clear with a discussion of power off entry, actual stall, and then recovery. I do realize that this is not the norm in terms of minimizing altitude loss, but it is the most appropriate for understanding how the plane flies. Perhaps a glider pilot will support me on this?