Well, every situation is different so it's hard to say what the procedure is, but generally what I outlined above is the correct way of preventing / mitigating a stall. I should've mentioned that what I wrote above is for single engines, I'm not rated on multi-engine aircraft and can't say anything about the procedure for those. Keep in mind I'm not suggesting putting the airplane in a dive to recover altitude, the nose should perhaps be just a little above or at level attitude. Pilots who have their airline transport pilot certificates(basically, the people who fly commerical for FedEx or United, etc.) are trained to recover within 100ft or less during a stall.
I will say though, if you're close to stalling in a King Air such that putting the nose down will cause imminent danger, you're already in a lot of danger if a stall about to occur.
When flying gliders at low altitude, we usually think about the angle of attack first and airspeed second. When circling a thermal, I often cross below the stalling speed due to turbulence etc.
But if you don't try to force the glider to maintain altitude by pulling on the stick and just let it fall through, maintaining the same angle of attack, you'll quickly fall a few meters and gain enough airspeed to resume level flight. So you've been below the stalling speed, but you haven't actually stalled the airplane. This maneuver makes you lose a minimum of altitude, but obviously you don't want to be forced to do it at very low altitude.
I will say though, if you're close to stalling in a King Air such that putting the nose down will cause imminent danger, you're already in a lot of danger if a stall about to occur.