All simulator data packages contain NO valid data beyond the "g" break.
Depends on what the airframe and sim OEMs got up to in the commercial arrangements for the airframe data pack.
More importantly, the pilot does not know to what extent the sim responses are validated or extrapolated. Indeed, two apparently identical sims can be tweaked a little differently by two sim operators to give not quite the same experience to the pilot.
Underslung engines may create more pitch up at low speeds/high AOA than elevator can pitch down!
Caused by the low thrust line and nacelle lip normal force - both destabilising. If the stability characteristics are unacceptable, then one would expect to see an SAS of some sort incorporated to give the pilot the impression of stability. Excluding research aircraft and odd ball system failures, one should not see a pitch unstable aircraft out on the line.
using rudder to lift a wing is commonly taught in flying schools
Probably not good technique at/in the stall due to the risk of spin outcomes. A search of John Farley's comments on stalling are a useful read.
The use of rudder to lift a stalled wing is ESSENTIAL and correct and MUST be taught. Use of aileron on a fully stalled wing will merely increase the wing drop (basic aerodynamics?) and will probably cause a spin.
Very much a case of following the OEM's guidance for a specific Type. However, rudder mixed with stall is a recipe for potentially interesting results. For other than ancient Types, the aileron should be functional throughout .. this, naturally, will depend on wing section variations and whether all or part of the wing is stalled.