The accident appears to have developed as a loss of airspeed awareness leading to a fully developed stall and roll off departure to the port side with post stall gyrations. The nose then became planted way nose down, left wing down as the stall broke, but they never recovered from the nose down-wing down attitude.
That is not at all surprising. Few operators train seriously for unusual attitude recoveries in the simulator. Mostly it is seen as two minute box ticking exercise instead of deadly serious dual instruction. Rarely does one see a simulator instructor take the control seat and demonstrate recovery from several types of U/A's. That is because they don't know how to, apart from reading from the book. Often when setting up an unusual attitude from the instructor station they go no further than the basic definition of unusual attitudes. For example: pitch attitude greater than 25 degrees nose up. Pitch attitude greater than 10 degrees nose down. Bank angle greater than 45 degrees. Within above parameters but flying at airspeeds inappropriate for the conditions.
Accidents involving failure to recover from inadvertent unusual attitudes have a common denominator of being in IMC or at night. For that reason the importance of training to recover on instruments needs to be emphasised during simulator sessions. While it is agreed most simulators do not have the fidelity in control forces to fully comply with the aircraft behaviour, the main point is the flight instruments will have the fidelity. It is flight instrument interpretation that is the key to safe recovery in IMC and for that reason training on extreme unusual attitude interpretation and recovery on instruments will be better than nothing at all. Simulator instructors themselves need to be fully competent to demonstrate U/A recoveries rather than at present simply sit at the instructor station and rely on the student to work it out for himself based upon book descriptions.