The other answers have already correctly stated that lowering the nose is the first action, and that you do not fiddle with the configuration when stalled.

I'd like to add a point relating to smaller propeller aircraf: when flying at the edge of stall, or even stalled (some ga-planes are surprisingly docile even under full stall), you do not want to suddenly push full power. Why not?

Your control authority is not at it's best. Controls feel "mushy", and the aircraft response is sluggish. If you suddenly bring into the game significant torque from the propeller, P-factor, slipstream starts pushing tail to the side... instead of getting out of the stall, you may very well have departed controlled flight, and are now spiralling towards ground with a hig power setting.

So: first secure control of the aircraft, then minimize altitude loss with power.

The other answers have already correctly stated that lowering the nose is the first action, and that you do not fiddle with the configuration when stalled.

I'd like to add a point relating to smaller propeller aircraft: when flying at the edge of stall, or even stalled (some GA planes are surprisingly docile even under full stall), you do not want to suddenly push full power. Why not?

Your control authority is not at it's best. Controls feel "mushy", and the aircraft response is sluggish. If you suddenly bring into the game significant torque from the propeller, P-factor, slipstream starts pushing tail to the side... instead of getting out of the stall, you may very well have departed controlled flight, and are now spiraling towards ground with a hig power setting.

So: first secure control of the aircraft, then minimize altitude loss with power.