Basically true for any swept wing, non-digital flight control, aircraft.
The F-4 hard wing had variations of buffet that could be flown to quite
precisely: light, moderate, heavy, Jimmy? Best technique for stall
recovery is to reduce AOA to max lift or slightly below, pretty much what
you describe. Feel and buffet cues can be adequate, sometimes it's
necessary to check the AOA.

The soft wing had little buffet. AOA gauge was essential. Easy to maneuver
yourself into an energy hole. Saw a lot of F-4S guys do this.

Modern A/C can generate so much AOA that they can maneuver while enduring
massive induced drag (resulting in rapid airspeed and/or altitude loss ...
Kinetic or Potential, its all PsubS).

R / John

"Danny Deger" wrote in message
...
I am looking for other people's technique for stall recovery. Before I
flew F-4s, I dropped the nose to gain airspeed well above stall speed and
then recovered well away from stall angle of attack. After F-4 training, I
would lower the nose to get just below the stall and recover with the
airplane of the verge of a stall. This is done by the feel of the airplane
buffet and handling characteristics and not by looking at airspeed. While
training for air to air combat, I flew the F-4 by feel to be close to
stall. This is done to turn rate in combat.

The key to the later stall recovery technique is to be very good at flying
the airplane very close to the stall by using aircraft feel, i.e. practice
slow flight a lot. The advantage is very little altitude lost in the
recovery.

Danny Deger