I'll play . . .
Action:
throttle
-increase power: what happens to airspeed/altitude
Depending on the relationship between thrustline and CG in your particular aircraft, the addition of thrust may cause a slight pitch-up or -down. Either way, the airspeed will initially increase causing tail down force to increase, and the aircraft will pitch-up as aerodynamic forces overcome the effect of the thrustline. The extent of the pitch increase will be dependent upon the amount of excess thrust, and will result in a pitch that provides an airspeed that equalizes nose-down and tail-down forces. It will be darn close to the airspeed that you were trimmed for in level flight, but may vary due to the amount of prop wash effecting the horizontal stab.
-decrease power: ?? airspeed ?? altitude
Same as the above description, but in reverse.
Action:
yoke control
-limited back pressure: what happens to airspeed/altitude
The increase in back pressure causes an increase in tail down force, resulting in an increase in pitch. Assuming that no change in power was made, the airspeed will decrease and altitude will increase. The new pitch attitude, as in the above examples, will result in a condition of equilibrum between the nose down force associated with the CG and the tail down force associated with the horizontal stabilizer and elevator. It will be a slower airspeed than the starting IAS.
-limited forward pressure: ?? airspeed ?? altitude ??
Same as the last description, in reverse. Decrease in tail down force, loss of altitude, increase of airspeed, pitch attitude resulting in an airspeed that provides equilibrium.
Action:
yoke control again
-continued back pressure: ?? airpseed ?? altitude ??
Depends on the aircraft, the amount of elevator authority, and the thrust available. Assuming a regular ol' GA aircraft, the airspeed will decrease and the altitude will increase until the airspeed decays to the point of a stall. If you don't recover, you'll be riding a bucking bronco or a mellow buffet, depending on your craft, while still holding a low airspeed but losing altitude. It's entirely possible that the airspeed could begin to increase above the normal stall speed as you enter the realm of accellerated, deep stalls.
-continued forward pressure: ?? airspeed ?? altitude ??
Extreme nose down attitude with a dramatic increase in airspeed and a significant loss of altitude. If you're in an aerobatic airplane and you started high enough, you might manage to do an outside loop. If not, you'll probably rip the wings off as you exceed Vne or play in the world of negative G's.
Action:
aircraft trimmed for takeoff
-full throttle and add yoke back pressure: ?? airspeed ?? altitude??
Again, depends on the aircraft, its thrust, and the elevator authority. In a GA plane, you'll probably lose airspeed from the get-go, or at the best, maintain your current airspeed for a moment before seeing the IAS needle plunge toward the '0'. As above, altitude will increase initially until the stall is reached, then decrease, while airspeed will decrease throughout.
-full throttle and NO back pressure: ?? airspeed ?? altitude??
Significant pitch-up moment, decrease in airspeed, increase in altitude, with the strong potential for a stall as airspeed bleeds off and the elevator remains effective due to the prop wash in a non-T-tail. In the right airplane, it would be possible to stabilize at the airspeed for which you were trimmed and see a positive rate if the initial pitch increase didn't cause a stall.
So, how'd I do?
