Back from the box..

That's the outside of a level-D simulator, aka 'the box', similar to the one I just completed a proficiency check in. I'm not exactly sure how much they cost, but I believe I heard somewhere around $20-$25 million each.

A proficiency check, or PC, is required for first officers once every 12 months, and captains once every 6 months. It's pretty much exactly like the initial checkride when you complete initial training in the aircraft, and it went down like this:

Start with the aircraft running on one engine, holding short of a runway. Start the other engine, but get some sort of abnormal engine start (hot start, no starter cutout, etc.). Complete the necessary checklist items, and the instructor will allow the engine to zap to life normally. So far, I've only had one abnormal engine start on 'the line'.

Both engines started and cleared for takeoff. Some sort of malfunction shows itself at a relatively low speed (less than 80 knots or so), and an aborted takeoff is performed. Max braking, thrust reversers if available, coordinate with tower and ensure the passengers are informed and taken care of, then complete the necessary checklist items.

Repositioned back to the end of the runway, cleared for takeoff again. Normal takeoff and climb out. Climb to an intermediate altitude to perform stalls. Clean configuration stall (flaps up, gear up), takeoff/departure stall (gear down, flaps intermediate), landing/approach stall (gear down, flaps full).

Stalls complete, vectors for an ILS (instrument landing system approach). Fly the approach down to minimums (min weather), but do not see the airport/runway/approach lights. Execute a missed approach. During the missed approach the left engine catches fire. Fly the missed approach to a holding pattern while securing the engine/extinguishing the fire, running checklists, advising ATC, company, and the flight attendant(s).

Once all items are complete, return for another ILS approach. Autopilot fails on the approach, so the remainder is 'hand flown'. Runway in sight this time, single engine approach and landing. Repositioned back to the end of the runway. This time there's an engine failure at V1- the takeoff decision speed. Any failure or fire prior to this speed and we will abort the takeoff and should safely be able to stop on the remaining runway. Any failure or fire at or after this speed, and we continue the takeoff and treat it as an in-flight emergency. It's safer to continue and extinguish a fire in the air than to run off the end of the runway trying to stop. This is sometimes the most difficult portion of the checkride. An engine failure/fire at V1 is pretty much the worst case scenario.

Successfully takeoff with the failure, run the checklists, instructor gives us the engine back. Come around for a non-precision approach (similar to an ILS, but does not provide vertical guidance - must have better weather to land from these approaches). Runway in sight, descending to land. ~100 ft from touchdown, ATC (the instructor in this case) issues a go-around due to traffic on the runway. Two-engine missed approach, probably the fastest maneuver during the checkride. A lot of things to accomplish in a small amount of time. Back around for another non-precision approach. This time the runway is in sight, and there is no conflicting traffic. Normal approach and landing.

All of this takes about 1:00-1:30 to complete, then it's time to swap seats and let my partner be the flying pilot while I act as his captain.