Joint Boeing / Airbus view on the subject...
Royal Aeronautical Society | Aeronautical Journal | Stalling transport aircraft
I can read it where I am, although some IPs may not.
Just picking a useful paragraph from it...
Typical stall characteristics of transport aircraft in 1g non-accelerated flight (ref FAR Part 23.201) begin with the onset of initial buffet. This is best described as light airframe buffet which begins a few knots prior to stick shaker. As the aircraft approaches CLmax the level of buffet generally increases and can become severe to deterrent in nature. It is not uncommon to see buffet with a repetitive load factor of ±1g in the vertical direction and ±·5g in the lateral direction (see Fig. 20). It feels similar to driving an automobile across railroad ties. Buffet on large aircrafts tends to be much greater than experienced in smaller aircraft. This is due to wing airflow separation and turbulent airflow vortices which produce a strong excitation forcing function on the wing. This excites the fundamental frequency of the fuselage leading to large vertical and horizontal deflections. It can be very evident on the flight deck, where anything not securely tied down, such as an errant water bottle, can get hurtled into the air.
Stall identification is deterrent buffet for most recent models in the clean wing configuration. With flaps down, however, stall identification is either full column deflection to the control stop for two seconds, with no further pitch increase, or a nose down pitching moment that cannot be readily arrested.
Followed a bit later by..
Recovering from a stall is straight forward and is in fact nearly identical to that used in general aviation aircraft. First and foremost the angle-of-attack must be lowered using elevator. During recovery the buffet level can momentarily increase, however, this tends to be transitory in nature. Engine thrust can also aid in stall recovery but, the timing of its use is absolutely critical. If thrust is added too soon, the upward pitching moment of under wing-mounted engines may cause an increase in the angle-of-attack. Under certain conditions it may even be necessary to reduce thrust to prevent the angle-of-attack from increasing (Ref. 3). Regardless of when or if thrust is used, the altitude cannot be maintained and should be of secondary importance to reducing the angle-of-attack with the elevator (Ref. 2). Also, of secondary importance, is the restoration of normal pitch and roll attitudes. Flight testing has shown that a properly conducted stall recovery at low altitude using the elevator as the primary control typically results in minimal altitude loss.