The inoperative engine was auto-feathering, but it will continue to windmill slowly. It is not a high drag condition. The power section and compressor section of a turbine is not hard linked, and the windmilling propeller is not driving a high load like it does with a piston engine.
If it did not clip that building as it came into view ( don't think it did), then what you are seeing is a plane that has decelerated below the redline, or VMCA. This is the airspeed at which the pilot can no longer maintain directional control with one engine inoperative in a worst condition, with a propeller windmilling, gross weight and aft Center of Gravity (CG) condition, and operative engine at full power. Because this redline depends on all those conditions, the actual VMCA will move some due to loading and conditions.
The only recourse is to lower the nose, or reduce power on the operative engine to maintain control.
Redline is also near the stall speed. If you get slow enough, the aircraft will roll over because you don't have rudder authority to correct the yaw, and the wing with the inoperative engine is making less lift due to both the yawed condition and the lack of coanda effect, created by that big propeller blowing high velocity air over the wing.
This was a spin entry that did not have the altitude to develop.
There is no term "death stall". Some aircraft do not recover well from a stall, and get into a condition called a "deep stall". The aircraft is stable and will not recover from the stalled attitude, due to the elevator being blanked by the wing or not having enough control authority to fly out of the stalled condition. Those aircraft are equipped with stick shakers and stick pushers that are activated when the plane is approaching the critical angle of attack. If a pilot ignores the shaker or overcomes the pusher, which is a hard thing to do, the plane will get into that deep stalled condition and not be recoverable. That might be where the media has come up with this "death stall" bogus term.