Still curious about what appears to be heavy damage to the radome …

first thought is substantial birdstrike damage …

second a collapsed NLG in combination with a steeper grassy slope than can be seen from the video’s.. with the radome digging in or the radome flipping open when the gear collapsed…

If the approach video is of this flight then the radome appears intact,
and hitting the G/S antenna or other object after the excursion might indeed explain the radome and right wing ‘root’ damage, and the subsequent fire … as posted by fivegirlkit below..

My reaction was the ridiculously quick evac from door 3L right into the port engine intake that could hardly have feasibly been shut down by then, that complete absence of slides and the huge delay in opening door 1L.
Do MD83s not even have slides? Surely not?

My MD-80 series experience was a very long time ago. My recollection is slides with manual girt bars on the forward and rear doors but no slides on the over-wing exits.

Is this a long landing followed by a runway excursion? There seems to be heavy braking or defective braking judging by the prolonged smoke. Does anyone know if it was a stable approach?

If the video in post #4 was indeed taken on that actual day then the answer is yes.

LH gear collapse, runway excursion, glideslope antenna hit, fuel leak/fire, self evacuation.

In the first 5 seconds of the video in post #1 we can see the right wing high, and the left wing dragging on the ground. Thus it seems that the LH main gear failed (the reason for that will be the root-cause of this accident).
The aircraft departs the runway to the left, hits the glideslope antenna (radome damage and right wing debris), loses its undercarriage when traversing the grass, and has a small fire fed by the right wing fuel tank damage.
Then the video on post #6. The unsupervised passengers next to the over-wing exits then see the smoke and start an evacuation - the engines are still spooling down when the video starts, and normally the captain would not initiate an evacuation with the engines running. Both sides were opened, but it seems the evacuation was only on the left side. Then, some time later (59s into the video) the crew/captain initiates the evacuation command, and door 1L was opened, a few seconds before the fire trucks arrived.

A good outcome.

Filming and taking a carry-on - that'll help! :rolleyes:

Do you mean the answer is yes and yes? Or yes and no, or no and yes?

Is it just my poor, aging eyes or does the left main gear look like it's not quite straight in the post #4 video prior to touchdown? It might just be the parallax of the recorded image.

My bad, there were indeed two questions and I was in fact only answering the last one concerning a stable approach. The video in #4 would suggest that it was a stable approach.

My eyes are not what they used to be, but I do not see what others are seeing. It looks to me that the gear only failed as the aircraft left the runway.

I do see extended wheel smoke prior to excursion suggestive of heavy braking or possible defect. I did not find many clues after a brief look at ATC and ADS-B. Any further clues?

Passenger carrying luggage on evacuation
 

Would it be possible to have central locking on overhead bins which is activated on final descent? That would prevent people blocking egress as they try to open overhead bins and block them from carrying luggage on evacuation. It might also stop the carnage of a passengers leaping out of their seats to open the overhead bins before the plane has even reached the gate!!

In an accident, they would make things even worse. Not going to happen.

No such thing as "3L" door. Two doors at the front: Forward Entrance Door (1L), Forward Service Door (1R). At the back: Rear Service Door (2L), and the Aft Entrance Door, which is at the tailcone/aft airstairs. Only ONE door on the right side of jet (1R). All three doors (1L, 1R, and 2L) have evacuation slides. If the aft tailcone is jettisoned, an evacuation slide is activated. Otherwise, rear airstairs are available through the tail.

In addition to the doors, there are four overwing emergency exit "doors," two on each side. On the Mad Dogs I flew (for 18 years... MD-88/90), the emergency overwing exits were not connected to any warning or status light system... which means that if someone decides to open them, you have no indication in the cockpit. The reason it took so long for the left forward (1L) door to open is probably due to the crew performing the Emergency Evacuation checklist... shutting down engines before commanding an evacuation. That implies to me that the people evacuating through the overwing exits did so without direction.

Oh... forgot to add that the overwing exits on the DC-9 and variants do not have slides... the passengers are to slide off the flaps at the trailing edge of the wing.

Check again. The port wing is already on the ground before the aircraft veers off the runway.

Juan Browne gives his take on this.
Majors on uncommanded evacuation and how the pax may have a different perspective to those at the front.
Whoever took the video looks to be standing four square on the asphalt. Odd what people will risk for 2 seconds of fame.

So, nothing new about the investigation into this accident...no preliminary report ? I see the wreckage has been moved to another part of the airport.

Prelim is basically after 30 days … so 20-22 nd of July

FYI:

https://aviation-safety.net/database...?id=20220621-1