As with all situations it is the context which frames our judgement. Context is often limited in simulation, and furthermore by instructor application.
Time / duration of events add different meaning. A flameout can result in zero rotation, but takes time; quicker at low airspeed and/or with combinations of fan rotation but core stopped.
A fast, violent stop will be dominated by dissipation of energy. Engine vibration might not be as significant as potentially more disturbing and misleading aircraft vibration.
There may be no turbine vibs - because the component has departed the aircraft, but the noise and airframe vibration could be interpreted as an alternative scenario, e.g. stalling, depressurisation; thus attention could be on stall avoidance or not over-stressing - first fly the aircraft.
Alternatively a flame out could be unnoticed until the oil pressure light comes on, both engines being at idle during a fast descent which maintains rotation; each type and situation has unique characteristics, as does human reaction - pilot and instructor - who's point of view.
Consider the objectives of training; safety. Awareness and actions (SOPs) are never perfect, but the outcome should be sufficiently safe, … and always an opportunity to learn, both crew and instructor.