Yup, single engine ILS to mins to a missed is part of the MV.

It's not hard actually. When single-engine, I found the airplane easier to handle because you're not flying as fast!

I found V1 cuts with the wx at minimums to be one of the hardest maneuvers to get right. The trick is, do NOT rotate when your PM calls "Rotate." Keep the airplane on the runway until you've straightened her out with significant rudder. Only once you are tracking straight, should you rotate. If you rotate before you've got the correct rudder input, she'll start a wild rolling motion as soon as you rotate, and all bets are off.

Overall the training includes:

Basic indoc test (if you fail this, you probably shouldn't be allowed to drive a car, let alone fly a jet)

Systems Validation -- gave me nightmares but ended up being far easier than what they prepare you for

Procedures Validation -- done in the sim, technically with no motion. I can't imagine how anyone could fail the PV.

Knowledge Validation (the oral) –– not easy by any means, but there won't be any surprises on it. They don't expect perfection but they do expect you to have a pretty good grasp of the material. That said, if you asked me right now what the max landing weight of the CRJ-900 is, an aircraft that I haven't flown in nearly a year, I couldn't possibly tell you without looking it up...

Maneuvers Validation -- this is where it gets tough. V1 cuts, 30-kt crosswind landings and takeoffs, wind shear, engine fires, single-engine work, you name it.

LOE – much, much easier than the MV. Two simulated line flights with some surprises thrown in.

Honestly the hardest part, coming from Part 61 instruction, is figuring out how flows and checklists integrate, and memorizing the flows, profiles, and callouts. Also figuring out how to work in a multi-crew environment. But like I said, the instructors are there to help you succeed. Just put in an honest effort and you'll be fine.

I remember jumpseating on a few orientation flights (VERY HELPFUL) prior to going to sim. At the time, the speed at which the crews did their flows, checklists and callouts seemed nothing short of magic to me. Now, after a couple years on the line, especially with captains I've flown with a lot, I can imagine how a newbie sitting in the jumpseat would be utterly confounded at the speed with which we can rip through an originating, pre-start, engine start, taxi, and takeoff check. But it feels entirely natural now....