1. Keep engine start supervisor on head set. Discuss with agent if air & ground starter available at destn. If yes, consult MEL to confirm u/s APU is a go. Consult Sup Proc for X-bleed start.
2. Could put fuel in at 20% and engine should start OK. (see inflt start QRH)Proceed as above.
3. When the QRH tells you to. It is not a SOP Boeing Recall item. However, I flew with 1 opertaor where it was. So was opening the X-feed at the same time until Boeing advised against it.
4. If time is short and you want handling action then upset recovery is educational especially the nose high, (really), speed decaying. Low level (500')manual circuits are good for scanning and speed control. Turn base and roll out at 300'. Needs accurate attitude, trim & power. Delicate handling. Try the same thing starting at 90 degrees over centre runway and break left or right, seat depending. For management and handling Hyd Sys A + B failure. For systems knowledge and crew management, a total AC failure at medium altitude. From colleague experience in real-life, an engine failure at 37,000'. Too many people focus on the engine failure and forget to "fly the a/c". The speed decay and stickshaker happen very fast. Once under control then try a windmill start. It is not often taught as the speed range of LPC's is a crossbleed start. Likelyhood is that the crew management scenarios take too much time.