How can we recover from a tailplane stall?
Lets start with the very basic concepts....

In most aircraft, the Centre of Gravity (cg) is somewhat forward of the wing or mainplane Centre of Pressure. The exact distance between the cg and the Centre of pressure will depend on aircraft loading, configuration, thrust setting and drag. However, cg forward of the Centre of Pressure produces a nose-down pitching moment. The horizontal stabilizer, or tailplane, then provides a downward force to overcome this normal, nose-down, pitching moment.
The tailplane behaves as an ‘upside down’ wing and operates with negative Angle of Attack (AOA) as shown in Figure 1

Positive and Negative Angle of Attack



Figure 1 - Positive and Negative Angle of Attack

If the horizontal stabiliser becomes contaminated with ice, airflow separation from the surface can prevent it from providing sufficient downward force or negative lift to balance the aircraft and a nose-down pitch upset can occur.

When compared to an aircraft's mainplane, the horizontal stabiliser normally has a thinner aerofoil with a sharper leading edge. Differences in the ice collection efficiency or catch rate between the two surfaces means ice accumulates faster on the horizontal stabiliser and may form before any ice is present on the aircraft's mainplane.

Tailplane stall can occur at relatively high speeds, well above the normal 1G stall speed of the mainplane. Typically, tailplane stall induced by icing is most likely to occur near the flap limit speed when the flaps are extended to the landing position, especially when extension is combined with a nose down pitching manoeuvre, airspeed change, power change or flight through turbulence. Aircraft stall warning systems provide warnings based on an uncontaminated mainplane stall so during a tailplane stall induced upset there will be NO artificial stall warning indications, such as a stick shaker, warning horn or the mainplane or flap buffeting normally associated with a mainplane stall.

Tailplane Stall Aerodynamics


The horizontal stabiliser, or tailplane, of an aircraft is an aerofoil that provides a downward force to overcome the aircraft's normal nose-down pitching moment. The further forward the Centre of Gravity is from the Center of Pressure, the greater the nose down moment and, thus, the greater the amount of down-force that must be generated by the tailplane. This, in turn, requires a greater negative tailplane angle of attack (AOA). angle of attack (AOA).
[As shown in Figure 1, The tailplane is effectively an upside down aerofoil so an increase in negative tailplane AOA occurs with UP elevator movement or when the aircraft is pitching nose down.]
Accumulation of ice on the tailplane will result in disruption of the normal airflow around that surface and will reduce the critical (or stalling) negative AOA of the horizontal stabiliser.
Ice can accumulate on the tailplane before it begins to accumulate on the mainplane or other parts of the aircraft.
Flaps extension usually moves the mainplane Centre of Pressure aft, lengthening the arm between the Centre of Pressure and the cg and increasing the mainplane nose down moment. More down force is required from the tailplane to counter this moment, necessitating a higher negative tailplane AOA.
Flap extension, especially near the maximum extension speed, increases the negative tailplane AOA due to the increase in downwash, as shown in Figure 2
Increasing the power setting on a propeller driven aircraft may, depending on aircraft configuration and flap settings, increase the downwash and negative tailplane AOA.
When the critical negative AOA of the horizontal stabiliser is exceeded causing it to stall.
Tailplane stall drastically reduces the downward force it produces, creating a rapid aircraft nose-down pitching moment.


Effect of mainplane flap on downwash



Figure 2 - Effect of mainplane flap on downwash

On aircraft with reversible (unpowered) elevator, tailplane airflow changes caused by ice accretion may lead to an aerodynamic overbalance driving the elevator trailing edge down and pitching the aircraft nose down. This can occur separately from or in combination with the nose down pitching moment caused by tailplane stall. The yoke may be snatched forward out of the pilot’s hands and the control force required for the pilot to return the elevator to neutral or to a nose-up deflection can be significant and potentially greater than the pilot can exert.

now match with your recovery actions


You have no doubt with your 1st point.
The second point: You have to resist the nose down elevator movement. Once the tailplane is already stalled then you have to assume the elevator has already gone in down position to make your ac nose down. So you have to apply nose up elevator pressure. 
You should not increase the airspeed cause it might make the situation worse. Cause in dive with increased airspeed is always difficult to maintain the aircraft control. And you might end up with overstressing the elevator which is not good at all in such condition.