You might be close on some of that. Like you, I think someone shutdown the wrong engine. That would explain the gear up, no flap approach. Keeping best L/D to extend the glide.
My 40 years in the flying profession has seen all variations of emergency checklist philosophy. The one that seemed the most workable was FO flies and CA works the checklist. But, of course, we hired experienced and capable FOs that could fly a plane and work the radios.
The lower tier airlines don’t have the luxury of a deep hiring pool, so they may use a Captain flies and FO runs the checklist philosophy.
The things you mention that could have been done immediately are farther down in the checklist. There could have also been confusion on which checklist was needed first. Of all the aircraft I have flown, the 737 was the most difficult to select the proper checklist. A simple generator failure at the wrong time could present itself as an electrical problem, a hydraulic problem, a fuel pump problem, an AC problem, a lighting problem, or a radio problem. Diagnosis took a fairly deep knowledge of the systems.
What happened may forever be a mystery with the missing CVR and FDR data.
As a side note, the B777 electronic checklist was IMO one of the greatest advances in aviation safety in a long time. It presented the most critical checklist first, then by priority the next checklist. You could not move on unless the item was already automatically done or the item was manually checked.
EC
My BIL is a engineer in the triple 7, they live in Everett, he is also a flight engineer, test pilot , and flight instructor. Love that aircraft.
I just assumed most second and third tier always flew CA flies FO runs the check lists. Some one up thread said the APU was out of service and they were allowed to fly anyways. Well then it only takes the FO hitting the wrong fire suppression system for that bird strike to put them in deep kimchi. Low slow and no APU means you are not having a good day. I don’t know what minimum airspeed or altitude you would need for a 737/800 windmill start but I would think it’s much higher and faster than a typical go around missed approach.
[Of all the aircraft I have flown, the 737 was the most difficult to select the proper checklist. A simple generator failure at the wrong time could present itself as an electrical problem, a hydraulic problem, a fuel pump problem, an AC problem, a lighting problem, or a radio problem. Diagnosis took a fairly deep knowledge of the systems.]
wow