An interesting discussion would be how deep into the stall one ends up during power on, 3kts/per second
That will definitively be individual for every aircraft, and even depending on actual weight (the lighter you are, the steeper you climb and the longer the nose needs to come down). It also depends on how quickly you reduce thrust, which may significantly help to get the nose down quickly.
CS-25:
Following the stall, engine thrust may be used as desired to expedite the recovery.
It also very much depends on how and when you would define the airplane to be stalled.
(3) As soon as the aeroplane is stalled, recover by normal recovery techniques.
(d) The aeroplane is considered stalled when the behaviour of the aeroplane gives the pilot a clear and distinctive indication of an acceptable nature that the aeroplane is stalled.
(See AMC 25.201 (d).)
Acceptable indications of a stall, occurring either individually or in combination, are –
(1) A nose-down pitch that cannot be readily arrested;
(2) Buffeting, of a magnitude and severity that is a strong and effective deterrent to further speed reduction; or
(3) The pitch control reaches the aft stop and no further increase in pitch attitude occurs when the control is held full aft for a short time before recovery is initiated.