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There is no spin without a stall. ALL spins begin with a stall, usually accompanied by failing to keep the wings level as the nose drops.

Contrary to what the idiot who wrote this article stated, a stall IS NOT "...when the airflow over the wings is too slow to provide enough lift...." A stall occurs when the resultant relative airflow over a wing exceeds that airfoil's critical angle of attack. There's no end of stupid crap in this article, but that's probably the most ignorant of all.

Commercial aircraft have a stall prevention system called stick shaker/stick pusher. If a stall is imminent, the system induces a noticeable vibration ("shaking") into the steering yoke, not unlike the Botts dots they put on the shoulder of highways to waken sleepy motorists drifting out of their lane. If the pilot ignores the shaker's warning and enters a light stall, motors on the steering yoke physically push the stick forward with a force of (IIRC) 75 pounds in an effort to lower the nose, thereby reducing the angle of attack and restoring laminar airflow over the wing and ending the stall.

Once the stick pusher is activated, it takes a deliberate act by the flying pilot to continue or worsen the stall.

So if you spin a commercial aircraft, there's a very good chance that it was the result of encountering a circumstance that was never covered in any class you ever took.

Until the get the flight data recorder analyzed, I doubt anybody but the two pilots in that cockpit will have a clue what caused the crash.

From the Wikipedia page:

.../Meteorological reports at the time of the accident indicated that areas of turbulence, thunderstorms and icing were present in areas surrounding the accident. The Brazilian Air Force said in a statement that Flight 2283 did not declare an emergency.
According to Flightradar24, the aircraft was cruising at 17,000 feet (5,200 m) when, at 13:21 local time, the aircraft experienced a brief loss of altitude followed by the aircraft briefly gaining in altitude. Shortly thereafter the aircraft entered into a steep and terminal descent, with the last data transmission occurring at 1:22 pm, before crashing. ADS-B data indicated that the aircraft reached a maximum vertical descent rate of 24,000 feet (7,300 m) per minute....

That is not a typical day in the office.