The captain goes first. My training was a take off on a contaminated runway in 1/4 inch of slush. Meaning the packs are off, flaps three and leaving the gear extended on take off to shed ice.
Translation - a bigger workload.
This is followed by a TCAS (Traffic Collision and Avoidance System) maneuver to prevent a head on collision. Our destination airport is closed so we return to Vancouver for a fully managed NDB approach to 08 right. We get down to 20 feet over the runway at idle thrust and we must do a low energy go-around. (The wheels touch). Of course on the missed approach we get an engine failure so we labour back to the airport to shoot a one engine ILS approach to 08L. We land.
Then it's a high speed reject in RVR 600 (That's three runway lights). We are put back to the button for a V1 engine cut at take off with RVR 1200 feet. We then get radar vectors for a single engine CAT 3 autoland. Another take off the F/O goes incapacitated. Next a PRM ILS 28L approach in San Fransisco. We get a traffic alert on final casuing a break out maneuver. We get vectors into mountainous terrain to GPWS CFIT recovery. Another GPWS CFIT exercise and then I go incapacitated. That ends my training. Now it's the F/O's turn.
Today we did a LOFT (Line Orientated Flight Training) and it went well.
The good news is, I get to keep my job for a little longer!