RPVM can get pretty flooded in storms, braking action can be pretty low. The runway is crowned, but not grooved and has no PFC overlay. If there is a cross wind and heavy rain there can be ponding. The damage to the RHS suggests that CAAP may need to revisit the definition of" frangible". That could have been a lot more serious than it has been. The boys were lucky to not hit the tank trap head on, FO probably needs shoes re-soled. 1998 model -300, the insurance payout will be less than the repair costs. Write off is probably a good call by the pundits. The last approach is pretty much on speed and close to G/S crossing the coast, no gross error up to that point. passing the last high speed (TWY H) they are still doing 98 Kts GS, and they lose another 8 kts in the next ~ 3000'. That's about -0.02g deceleration, which is pretty much nothing at all. The CVR will be interesting, and the DFDR/QAR will also tell a story. Strange things occasionally happen, like HDA-323, so, determination of crew performance and decisions will be quite dependent on the facts, and they will be available at least to the operator. CAAP normally is nice to deal with, but accident reports are not one of their fortés. Things that can happen... FCTL-FLAP LOCK, etc... HYD SYS ....Hold onto the vegetables and eggs until the facts develop, as some of this looks like it was reasonably flown, yet didn't work to the expectation of the passengers, particularly those with bags in the forward hold. Lucky live animals are usually stowed in the rear holds.. Flap Config, Thrust reversers look curious for a cross country into the rough.
The photos are taken some time after the "alighting", the spoilers may have bled down, or may have been stowed by the crew, even though there is no overwind exit door or windows.
Would want to see the flap position, that looks like CONF 2 or 3 not Full (would expect to see more of the flap track canoe as a pointy bit... they hang down a fair way below the flap TE.) The slats look like they are in the intermediate position.