If i misunderstood your post, then please explain.
Thank you F4 for your reply. Of course you are quite right about recovering from the stall by what ever means necessary and that means no restriction on the nose down angle to get out of the actual stalled state. Without the benefit of an angle of attack indicator the crew have no choice except to lower the nose and thus reduce the angle of attack, to a speed where it is obvious the aircraft is unstalled (no buffet/stick shaker)
From simulator experience it takes very little nose down attitude below the horizon before it is obvious you are out of the stall and the next thing is to decide when to level out. Due to the loss of thrust at high altitude and slow engine acceleration, full throttle does not give the marked pitch up one would experience during a low altitude go-around in the landing configuration and is easily countered by appropriate elevator and stab trim use. In other words no problem for a competent pilot; especially as some stabiliser trim is needed to keep the aircraft in trim during the dive until a specific safe airspeed is reached. .
Although once attaining VREF 40 +100 knots should hopefully get you out of immediate trouble in good weather conditions, perhaps I should have mentioned that in the context of the original post (inadvertent stall in severe storm weather at high altitude) that the descent should be continued without delay until reaching severe turbulence penetration speed. Especially as the aircraft may well still be in severe turbulence in cloud. There may be significant height loss before reaching a typical severe turbulence speed.