I see no indication on these pages that companies are pressing ahead with avoidance training. Rather there seems to be so much discussion on recovery.
I must caution you here: Discussion on PPRuNe bears no resemblance to what companies are pressing ahead with.
Professional pilots are fascinated by other's mistakes (and so they should be) because that's how they learn not to repeat them. The reason threads like these go for hundreds of pages is that professional pilots see a colleague suffer a disaster and they want to know why.
In the impatience of awaiting the final report, they suggest solutions, but most of these solutions come from their creative thinking, not from research of what "those in charge of policy/training/manufacture" are actually doing about it. It's really annoying because those who are actually involved in improving policy/training/manufacture don't jump on PPRuNe every day with an update. Don't they understand the frustration this causes?
However, in direct answer to your question, "avoidance training" is not really something that can be taught in a simulator, or via newsletters/memos, or via flight manuals. This is learned on the line with experience. The only way to learn the best way to fly around thunderstorms is to spend years flying around them under the guidance of someone who has flown around more of them than you have.
Ideally, you fly in the RHS (or in some airlines as a relief pilot/cruise F/O) for many years and learn the avoidance strategies by being exposed to them over many years, with on-the-job guidance and advice from a more experienced pilot in the LHS.
Unfortunately, it doesn't seem to always pan out this way these days. For example, cadetships leading to rapid command promotion in rapidly expanding LCCs, by definition, jump this stage.
The old adage: you start with a full bag of luck and an empty bag of experience. Try to fill the bag of experience before your bag of luck runs out.
But that does not appear to be a factor in this particular accident - the F/O was inexperienced but mature, and the Captain was very experienced. We still don't know why Air Asia pitched up, stalled and stayed stalled. (If indeed that is what happened, we don't know yet.)
The investigators say they know why, but they aren't telling. Again, very frustrating.
In the case of Air France, experience/training was possibly very much a factor, as unfortunately the only chap capable of even recognising the problem (stall) was asleep. The situation may have been unavoidable, the recovery procedure was possibly known to the crew, but they failed to recognise the problem (experience? training?) so did not implement the recovery.