Yeah, it's a big secret:
https://en.wikipedia.org/wiki/Transponder_(aeronautics)

Maybe he was so jammed in by other passengers he couldn't move, and thought even if he didn't get out, his video might, would if he was live streaming? If he was only lingering to get a few more likes that seems pretty daft, if not mind-bending.

I agree right engine runs for about a minute after the aircraft comes to a stop, fanning the flames. Apparently did not deter pax from evacuating (good thing). I have no idea if that was simply how long it took the crew to "unstartle" and run the shut-down list, or if the previous impact and/or hypothetical lightning strike had damaged engine controls (remember "stuck" #1 engine on the Singapore/Qantas A380?) It may simply have stopped only once the fuel had leaked out and burned on the ground.

Salute to whoever it was that ran back into the burning plane. I suspect it was the FO getting the CAPT out of the cockpit and down the slide head-first (dark "objects" on slide). Zero further comment on crew until we know a lot more about what degraded controls they may have been fighting.

Agree the fire response was slowish - but we don't know what they were told to expect and how they were deployed. Remember there were comm problems with the aircraft.

Whatever else goes on with the SSJ-100, it looks like it may have a "Ford Pinto problem." Tendency to collapse gear in a way that ruptures fuel tanks.

Locked baggage compartments would make the situation worse as people struggled to try and open them. If airlines wanted to prevent this they could simply ban cabin luggage.

I think ICAO is 3 minutes to any point of an operational RWY (2 minutes recommended) and 3 minutes to any other part of the movement area. If they were only alerted when the aircraft actually crashed, it appears they got there within the standard. 2 minutes can be a long time.

Somone actually has a video in landscape mode so they letterbox it into portrait mode.

Part of the check in procedure and safety briefing would be to remind passengers that baggage lockers would be locked in an emergency.
"doors and bins locked for landing"
This would take a few decades to become ubiquitous across a carrier's fleet.
A passenger fumbling with the overhead locker is less of an obstruction than one tripping down the isle with a wheelie.

Mjb

While nothing can be ruled out at this stage I would say that if handling difficulties were the cause of the terrible landing attempt then they must have occurred very late in the approach. A pilot experiencing handling problems doesn't simply squawk 7600 indicating a radio failure.

Now that video of the landing has surfaced, it's apparent the speed of the aircraft and the multiple bounces resulted in it quickly traveling hundreds of meters further than ARFF expected, and this resulted in the delayed arrival at the crash scene.

No electrical failure on the Jakarta crash. One pilot failure very analogous to the TE901 pilot failure.

Bounced landings
 

My first solo I bounced and not knowing what to do nearly destroyed the aircraft. Similarly I had the oxygen masks out on my only one on a jet before I figured out how to handle one.
Many many pilots and a lot of instructors do not know how to salvage one.
My last passenger flight in a light aircraft saw the nose gear wrecked when the owner with more than 1000 hours on type bounced and then pushed the stick forward.
We were landing upwards on a mountain strip. I stopped his second and third attempts to kill us.
I've taught many qualified glider pilots who should have already been shown what to do but didn't know how to salvage a bounce without the luxury of a power plant.
Blame the system, lack of understanding and fear.
You generally bounce because you have too much energy and if a go around is not possible or desirable then roughly maintain attitude unless extreme. As the energy bleeds off the aircraft will descend and a check back on the stick will produce something comfortable.
Part of the problem is the philosophy that the aircraft must be on the ground in the TDZ regardless of runway length available.

If every landing was in direct law then pilots wouldn't find it "a handful" when they were faced with a direct law landing, no doubt with other problems as well.

This is probably the only way that people will leave their cabin luggage behind. Every pax that took his luggage with him in this case is probably responsible for a death for at least 5 pax for blocking the aisle for a few seconds.

I was about to say the same thing regarding locking the bins. If airlines would stop charging for checked bags that would be a start - and then do away with the overhead bins, and only allow what fits under the seat. People are still going to insist on evacuating with their stuff, but a readily accessed purse or laptop case isn't going to cause the aisle blockage and other issues that luggage will. And it's more than sufficient to carry any "must haves" like passport or meds.

In my day as an Air Traffic Contoller, a long time ago, Squawk 7500 meant lost. 7600 meant Radio/Comms failure and 7700 meant Mayday

TDZ
 

Occasionally there are conditions that catch even the best out such as wind shear, the effects of low level inversions, stress including fatigue, wake turbulence with a tailwind and a go around or thump it in in the TDZ isn't the optimal solution.

//ru.flightaware.com/live/flight/AFL1492/history/20190505/1500Z/UUEE/ULMM Indicates that a/c attained 3000 ft before instigating a rapid descent to 1000 while positioning for the approach with an orbit prior to joining finals. speed over threshold 150 kts.