Some of the experienced TPs about the place have strongly antipathetic views about slamming on thrust at the point of stall recovery, for what it may be worth to the typical pilots out there.
My concern is that folks should be aware of the typical certification animal so that they can consider the potential for pitfalls doing the usual minimum height loss style of recovery.
Similar concerns for when one should initiate recovery. The stall procedure has varied somewhat over the years and, sometimes, not knowing what the certification was can present some excitement. For instance, a tale related at a FT course I did years ago .. by a very experienced instructor TP .. concerned a USAF student TP in a well-known civil light twin .. thought it would be interesting to progress into the stall to see what happened.
Aircraft flicked into an inverted spin.
The instructor knew what was about to happen, the student learnt a lesson about doing his history homework rather than making it up on the fly. For that particular aircraft, the rules of the day had the recovery commencing promptly.
Not knowing what the OEM really did can have surprising consequences. Generally, the pilot only has the AFM/POH guidance and, if he is interested, a review of the TCDS and relevant issue design standards documents.