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Forgot to add this:

If you are in a twin engine aircraft near to gross weight (I do not know what he was flying) and lose an engine in IFR conditions immediately after takeoff you can not make any mistakes. If you are in a turbine aircraft with ample power, you just keep on flying due to ample power. If you are in a reciprocating engine you have a problem that demands skill. If you are in a single engine aircraft and lose it, you are in big trouble. As mentioned in my first post, we do not know what happened. The NTSB will find out.

ps
Back in the early seventies a British Airways Trident took off from Heathrow and crashed a few miles away in Stains. The captain had a heart attack after take off. The first officer did not take command of the aircraft until to late. The Trident has a T tail. The aircraft went into what is called a “deep stall.” Due to the climb attitude of the Trident when the wing stalled the airflow across the T tail elevator was blanketed and also stalled. Thus it was no longer functional. It was an unrecoverable situation. The aircraft went into a nose high attitude at full power and the first officer inputting full down elevator. Once it went into the deep stall the aircraft was doomed. British Airways and the CAA (their FAA) ran tests at altitude to replicate the accident in a Trident. However, this Trident was equipped with a drogue chute that could be deployed to get them out of the deep stall. They discovered once the deep stall occurred it was unrecoverable.

This accident changed pilot training everywhere. Much emphasis was put on when the first officer must take command of the aircraft regardless. A sad note about this training is the Air Asia flight that crashed at SFO. It was going wrong for a long time on the approach. The first officer did not take command. This has to due with culture. In Asia the captain is God. In the USA and other Western Nations the first officer would have taken control of the aircraft. He did not! It crashed but fortunately most survived.