Thank you for this and therefore bringing down my blood pressure.

I'm thinking maybe turbofan/jet, maybe? Reduced to idle (until flying speed is regained) iot prevent possible compressor stall due to insufficient airflow throught the engine.

Boeing says add thrust as necessary after reducing the angle of attack during a stall recovery. The FCOM used to say max thrust but now it's just add as necessary. The only time Boeing talks about reducing thrust is during a nose high upset recovery with underslung engines. Since you still have speed in that case getting the nose down is important to prevent the situation from turning into a stall and power leads to nose up on those planes.

More than scary, it's dangerous! How in the world can a CFI be teaching this? Are the students doing this on their checkrides? I recently flew with a few wet commercial FOs that said they were taught to power for the glideslope and pitch for airspeed in a PA44. More bass ackwards teaching.

From AOPA media:
Technique: Power-on Stalls — AOPA Live

USMCFLYR

I have a feeling there might be a huge contention of instructors who disagree with the latter part of your statement.

Thats what I was thinking.

I thought the instructor was probably just some old time naval aviator

USMCFLYR

Pitching for airspeed and powering for altitude or the opposite "technique" are absolutely horrible dogmatic things to teach. Understanding the magnitude of pitch change and power changes, if and when required, is far more important. Takes a little longer to learn, but benefits far more than over-simplistic dogmatic statements that aren't true 100% of the time (and that cause very poor flying in those remaining situations).