To give you an idea what a simulator session can look like...
Start by doing two circuits at Singapore (one for Captain, one for FO).
Jump into the cruise, heading to Sydney from Singapore. All of the systems are loaded as per a normal flight. Uplink data about a volcano, which turns out to be more or less on track. Within a couple of minutes (and really just about the time you manage to work out that it's close to track), actual smoke starts to appear in the coughpit. Declare emergency, start 180 degree turn, action volcanic encounter checklist (which basically gets the engine air loads to max, thrust to idle, oxy masks on). Single engine compressor stalls. Before you can do anything about that, the others over temp, and then flame out. All generators drop off line, RAT deploys, and the aircraft switches to emergency electrical configuration. Flight controls drop to direct law, all automatics cease functioning. Most coughpit displays go blank, apart from those in front of the Captain.
Numerous smoke messages start appearing.
Airspeed starts to decay. Continues until both the remaining main display and the backup both reject the airspeed and show nothing (this happens slowly, and initially you pitch down to correct it...but once you reach about -2 degrees, it starts to look wrong). Altimeter and VSI go blank.
Pressurisation warnings.
Fly pitch only, roll out on reciprocal heading. Complete volcanic encounter checklist. Action all engine flame out checklist. No restarts on first couple of attempts. Start APU. This will allow starter assisted starts, instead of windmilling.
Turn off all three ADRs (air data computers). This will bring up an angle of attack display, and GPS altitude.
Continue start attempts (now around 17,000 feet). Two engines very slowly start. As soon as they are available, push them up. Continue attempts on the others. Eventually they restart.
Get some instrumentation up for the FO (his system does not come back on line when the generators power up). Get the cabin below 10,000 feet (so you can get the mask off...much easier then). Remember there are big mountains all around, so that is an issue. Work through all remaining checklists, and ensure that those that had to be short cut are completed. Decide where you want to go, and look at weight/jettision. Exercise is complete when FO announces 'ECAM actions complete'.
But....the airspeed data NEVER recovers, and the aircraft has no airspeed or barometric altitude data. You still have GPS/INS groundspeed, GPS altitude, and angle of attack. No automatics can be recovered and the aircraft remains in direct law. Irrespective of what you decided you'd like to do (i.e. go to Jakarta or Singapore), the aircraft will be jumped to a point about 20 miles from Bali, where you will fly an ILS using what you have left. Because of the blasting of the windscreen, your vis is extremely reduced, and the ILS must be flown almost to touchdown.
Go get a coffee (and a new shirt).
Fly two approaches to the Bali ILS without automatics but in the normal laws. This is done with a take off each, and you basically fly a departure and arrival. FO take off suffers engine failure. Abort (this is always done by the Captain).
Low vis training. This is a series of takeoffs and landings in fog. The takeoffs may involve engine problems from which you have to abort, or you may continue. It's all about the decisions. Approaches...some work normally. Random problems are dropped in.
Airwork...a look at the various protections available in normal, alternate and direct law. Stall recoveries at high level, right down to circuit level.
Engine failures. A look at a couple at unusual times, when the procedures that we normally practice either aren't appropriate, or don't work well.
Collapse.
