Centaurus
By keeping the body angle between zero to minus two below the horizon until reaching at least 230 knots IAS, you can should count on (IMHO) losing at least 3000 ft of altitude before reaching that speed. That assumes high power used in the process. That figure was from observations in a full flight 737-300 simulator
That might work at the early stage of a low stall AOA, it would not have worked for AF447. Attitude is not relevant for stall recovery (which is the phase from stall entry until recovery completed), AOA and speed are the key elements. If those are in the ballpark, then attitude is the next step. Sure we reduce AOA by reducing pitch, but not until a given amount of degree nose down, but until AOA is below stall AOA, then we maintain that AOA until enough speed for attitude correction is available. Sure we take care of the bank angle in order to not exceed safe aircraft parameters, but for reducing AOA as fast as possible it has no relevance. Bank angle might even help in reducing AOA, think about it like in a nose high unusual attitude recovery, where the reduction of lift due to bankangle helps to bring the nose down faster than by a pure push over.
Underslung engines can create a pitch up moment, thus hindering the attempts to reduce the AOA, while the speed increase by the power output might be minimal due to the high AOA high drag flight path. To power out of a stall is not the correct thing to do when enough altitude is available. AF447 is again a good example for the lack of positive influence of TOGA at the wrong moment. Sure it is vital to have enough power available after the AOA has been reduced enough for aceleration and following attitude and altitude correction maneuvers.
If i misunderstood your post, then please explain.