This isn't just a regional problem, although some of the worst offenders are in Asia. Its an industry problem. The A330 was Air France, the Q400 Colgan Air in the US. The Captain on that flight had managed to conceal some past training failures at prior jobs, and the F/O helpfully raised the flaps when they stalled. Of course she'd commuted across the country and slept in the crew lounge before the flight, one of the effects of the insane regional airline "pauper's wages" that have been in effect in the US since forever. Its cheap labor, pay for training, children of the magenta line, discrimination lawsuits all wrapped up into a general degradation in skills.
Most that I know didn't pay for training at a regional airline, or go to some sort of a school that spit out low time first officer candidates. We flight instructed, then flew night freight single pilot in twins, then regional turboprops, etc. or came from the military. The 1500 hour rule in the US wasn't needed because you needed 1200 for a 135 PIC letter and without multi time like that you weren't getting hired at a regional. The wages were still horrible but we could fly. The training included single engine VOR, single engine NDB (all the ILS's everywhere were always out in the sim), flight directors off. Air work was included, steep turns and stall recoveries. Granted, some of it was a bit much.
The training environment is different now but you've still got to train those basic skills. You oughta be able to hand fly the airplane, identify which engine has failed, and secure it. Know what a stall is, be it high altitude in a jet, or low altitude in a turboprop. The recovery from a stall is one of the first things we are taught. Stop the negative training, don't always fail the critical engine, and in the Q400 demonstrate stalls with and without the stick pusher. Of course all of this is driven by a monetary bottom line, and the desire to get the cheapest bodies in the seats.