In the clip, you can see that the airplane is approaching the runway in a strong crosswind, strong enough that the pilots have had to turn the longitudinal axis of the airplane to the right, to a significant angle with respect to the runway, in order to keep the path of travel aligned with the runway centreline. The airplane is travelling through the air in the direction that it is pointing, but the air is moving from right to left such that compared to the ground, the airplane is not moving to the right. Depending on factors like the position of the engines and the construction of the landing gear, the pilot usually needs to straighten the airplane out to some extent before touchdown, so that the wheels line up with the direction of travel. This should be done with rudder, because doing it by banking has two major problems: banking while very low to the runway risks striking the wingtip or engine pod, and banking away from the wind gives the wind a chance to pick up the into-wind wing as the wheels touch down.
As you straighten the airplane out, the wind continues to push it sideways, making it want to drift with the wind, in this case to the left. And the act of straightening it out does two things to make the airplane want to roll away from the oncoming wind. First, as you yaw the airplane with the rudder, you're turning it about the vertical axis, making the into-wind wing go faster. And second, as you turn the airplane away from the wind, the fuselage shields the downwind wing from gusts. Lift is generated by air flowing over the wing, so the into-wind wing gets more lift, making the airplane want to roll away from the wind.
When I straighten out an airplane in the flare for a crosswind landing, I put the into-wind wing down, and then use the rudder to keep myself straight. The airplanes that I have been certified on have had either high wings, or significant enough dihedral (wings that slope up from root to tip) that I haven't had to worry about striking a wingtip or pod, but I know this is a concern in some types. I need to know that as I touch down I will have enough rudder authority to keep the airplane straight while maintaining the wing down no more than it needs to be. And I need to follow through after touchdown, turning the ailerons such to kill the lift on the into-wind wing and make sure the airplane stays down.
The pilot needs to decide on final approach whether she will be able to maintain control of the airplane, despite the wind, as it slows in the flare. If the approach is stabilized, such that the rate of descent is constant and the speed is on schedule, the pilot can judge the consistency and strength of the gusts to make the decision. Usually there are a few things to guide the pilot in making the decision: the manufacturer's maximum demonstrated crosswind performance, the company's crosswind restrictions, and the pilots personal limits. While there is no law prohibiting a pilot from landing an airplane in harsher crosswinds than the manufacturer's test pilot demonstrated, usually company limits don't exceed the manufacturer's. A pilot or the company may set an individual limit lower than the company-wide one. This helps to counteract pilot machismo. The pilot can say, "oh I could have landed in this, but it's over the limits, so I won't." Company SOPs will also specify that if an approach is not stabilized, the pilots must go around.
This is all fun and challenging, and I imagine the co-pilot (yes, so soon after my entry on pilots and co-pilots, it was the co-pilot who was flying) had a big grin on his (or, if Syrad's information is correct, her) face right up until the point when it all went quite literally sideways. A lot of the discussion on this has centred around the fact that both the media and the company are praising the pilots for a job well done. I doubt the pilots see it quite that way.
I once watched an extremely similar thing happen at a company where I worked. There was a nasty rainstorm and the winds were so strong they had knocked out power at the terminal. I had loaned my handheld radio to the dispatcher so he could continue his duties, and was waiting for this last flight of the day to come in so I could take it the radio home with me. I remember standing in the dark terminal looking through the glass door. Beside me was another pilot, and the wife of the arriving captain. The airplane came into view on what should have been an into wind approach. But strong winds are rarely steady winds and it is especially common for winds to change abruptly in strength and direction very near the ground. There was a sharp yaw and one wing went down, the tip struck, caught, and for a moment I thought the airplane was going to flip over. So did a jumpseating captain on board, as he told us later.
The airplane didn't go over its centre of gravity, so the crew were able to right it, and taxi in. There were no injuries and only wingtip damage, not even enough to constitute an accident. The passengers, including company, were all somewhere between white and green as they disembarked.
No one was filming it, and it wasn't a jet. so it didn't make international news, but I remember the captain beating himself up about it. You don't blame a gust, except in jest, and you know that when you survive something like this with minor wingtip damage, you were lucky, not good.