But taking over in this situation requires a lot of advocacy.
Not so much 'taking over' - more a case of helpful call-outs. 'Pete, we need a pitch of 15 degrees for go-around', or 'Pete, speed's a bit high for the flaps we've got.' You don't actually need an aircraft or a sim to practise go-arounds - you can run through the procedure sitting in an armchair at home or while driving to work.
The duty started at 0500 for this crew. NCL to FUE and return is a long day, especially after a start this early. It's unlikely their mental faculties were functioning at max efficiency during the approach to NCL.
There is a significant problem with fatigue - how can a pilot blame fatigue if he is involved in an incident? The legal bods will say - you've broken the law by flying when fatigued. So what will pilots say? 'I was not suffering from fatigue as far as I was aware.' What else could a pilot say without being accused of breaking the rules?
Another consequence of fatigue is that it impairs judgement. This means that a person suffering from fatigue might not even realise it. They may not realise that they are not in a fit state to do aircrew duties.