centaurus
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.
Thank you for your well placed answer. Let me add to the quoted point one more comment: The amount how much the pitch has to change depends on the AOA when beginning pitch down. If recovery is initiated just after sounding of the stall warning, then your statement is correct. But actually you might not be in a stall already, as the system sounds the horn prior to stall, it warns in advance of an imminent stall. At that point the reduction of AOA by few degrees is obviously sufficient. In a fully developped stall the difference between pitch attitude and flightpath, which is called AOA, will be much greater, AF447 had AOA in excess of 60°. After reducing the pitch by 5, 10, or even 20° would still leave a high enough AOA to keep the jet stalled. As AOA is not readily displayed in most aircraft to stick to some kind of degrees of pitch nose down is dangerous and will prolong recovery or even prevent recovery like AF447 showed.
Edit: Another point to note would be that different aircraft behave different, and upsets might happen in some degraded modes of aircraft systems or cause those degradation during the upset (degradation of flight LAW's, degradation of autoflight systems like autothrust, autotrim). The effects of thrust changes remain screened by such fully functional systems, the effect therefore unknown until those systems like autotrim or dampening system fails.
Stall recovery training and stall recovery procedures have to take acount of those possible degradations and should therefore be oriented on the basic aircraft handling.