shdw:

I have Aerodynamics for Naval Aviators, and it is an excellent text. But it was also written in the late 1950s, and there is an addenda that must be referenced.

If you are familiar with the drag-curve (and I'm sure you are, judging by the aero equations): light airplanes are low-powered. While flying on the backside of the curve (landing approach), if one gets slow enough, the drag required can exceed power available. The airplane will slow. The only way to speed up will be a reduction in AOA.

Sailplanes/Gliders: the only motive-force is gravity, and if one gets slow enough, the drag will exceed the component of gravity in the direction of motion. The only way to speed up will be a reduction in AOA.

Fighters: up to 3rd Generation, even afterburning jets can get slow enough that full thrust can be less than the total drag. The only way to speed up will be a reduction in AOA.

5th Generation fighters (F-22; Flanker) or F-16 Block-50 with big inlet: these aircraft have so much thrust available that at minimum controllable airspeed and maximum AOA, the aircraft will accelerate with power alone. This type of thrust-to-weight ratio did not exist when Aero for Navy Guys was written: an airplane that can generate more thrust than drag, at any airspeed or AOA.

In Max thrust, an F-16 Block 50 will accelerate, even when pulling 9 g's (high AOA and near maximum drag). (I guess thrust doesn't control airspeed).

As I said before, it depends on the thrust-to-weight ratio of the aircraft as to which technique(s) work.

Pitch to control speed works pretty well in light airplanes. A combination of Pitch/AOA/Throttle works pretty well in medium to high-powered airplanes. In extreme powered airplanes, the combo still works, but at the extremes, power controls speed.