Here it really looks like the pilots made some MAJOR errors like not extending the landing gear (cld have done manually if not working). And something was up landing at such high speed with no flaps, its possible one pilot was trying to do a go arnd while the other continued the landing

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As a current 737-300/400 & -800 pilot myself, I too am mystified by the lack of manual gear extension*, lack of flaps set to at least 15 (maximum recommendation using the electrically-driven alternate system), under an (unlikely) assumed loss of A & B hydraulic systems (the deployed #1 thrust reverser implies that at least the Alternate hydraulics were functioning). Further tellingly, the alternate flaps extension system drives the leading edge devices to full extension upon the first tap of its toggle switch using Alternate hydraulic pump pressure.

A significant birdstrike to an engine simply can’t render the airframe’s hydraulic system inoperable.

Even the complete physical loss of an engine, wouldn’t keep the landing gear retracted and alternate flap system inoperative (its 3 pylon-attachment shear-bolts are designed to snap, thus jettisoning the engine in the event of a catastrophic fan seizure, instead of damaging the wing.) Both engine-driven high volume hydraulic pumps are backed up by respective lower volume (but adequate) electric motor driven pumps located, along with their respective reservoirs, in the main landing gear well, well separated from the engines; co-located is the Alternate hydraulic pump for a total of 3 electrically driven hydraulic pumps in addition to the 2 engine-driven pumps. I seem to be implying something here…

Along with the 12/25 EMB190 crash, I am very interested to learn what the CVR and FDRs reveal.

*I once had to pull the handle-cables in a since-retired 737-200 during a system-A hydraulic glitch one night approaching Anchorage. It’s not difficult and each gear assembly drops and locks down within seconds.

(http://www.autoadmit.com/thread.php?thread_id=5656255&forum_id=2#48498198)