Modern jets can be a bit more difficult, especially with low go around altitudes. I agree that proper and frequent training is crucial.
But it is not done. Due to:......not a mandatory parameter in TR's/OPC/LPC's:...lack of imagination from many HOT's:...they are included numerous times in LVO training, but then the A/P + A/T does it for you.
Low level offs are interesting. They are not common, but they can be created by ATC giving a GA at higher than DA. The real world creates incidents and difficulties that are not always trained for, not expected. Let's consider including the following, after a competent GA all engine training has been mastered. These would be included in RST sessions.
1. ATC GA call at 500' above DA IMC = short climb to MAA like a ow level. Single channel ILS on B737 will cause disconnect.
2. ATC GA call before landing flap is selected VMC = about 1200' agl. Cause some confi=usin as the call is "GA F15" but you are already at F15. How many will select F5???
3. ATC GA call "abandon approach" at platform altitude which is 500' below MAA. You'll be F1 or F5 and there will be a 'DUH' moment. What to do with the MCP as the A/P disconnects, or not, depending on if you press TOGA. Full and discretionary use of MCP use is not often trained. It really is confusing for those who do not understand the capabilities of the systems.
In many companies they have a trained monkey single choice GA profile that is written for a GA at DA/MDA due to no contact. One size fits all; until it doesn't. They have trained a 50' wave off (startle factor & mandatory) but again this is from full landing configuration so there is no real difference in the profile.
The screw ups come from GA's made at odd moments. These need some imagination to include in RST, but they're not. Shame.