I didn't mean to put you on the spot, it's just that your username had me thinking that perhaps your procedure was the FS solution to counter windshear.
While your procedure may (or may not) be an appropriate response to a windshear encounter in a light aircraft, it definitely has the potential of turning a large aircraft into a "lawndart". The big factor is aircraft size. To put it simply, large, heavy aircraft are affected considerably more by windshear than smaller, lighter aircraft. It's high school physics - mass and inertia. Larger, heaver aircraft have more inertia to overcome which makes it harder for them to accelerate relative to the airmass that they are flying in. Light aircraft have less inertia to overcome plus they usually have the advantage of "instant" airflow over the wings when power is applied.
What this means is that large aircarrier type aircraft are more susceptible to windshear than smaller jets and light aircraft. In fact, I can't honestly remember any corporate jet ever being lost to windshear. Same thing applies to light aircraft. Not to say that it hasn't ever happened, it's just extremely rare.
We certainly train for it - the profile for most aircraft is simple:
1. Apply full available power
2. Pitch up to the stick shaker (stall warning)
3. Hang on until you've gotten out of it.
You're simply looking for the maximum climb capability of the aircraft. You wouldn't want to reconfigure the aircraft. Resetting the flaps, at these low speeds, would have a tendency to cause the aircraft to settle - definitely not something that you would want in a windshear scenario. Ditto for raiding the raising the dear - there's a lot of drag created when the gear doors open up.