Ecuador

The following findings were identified:
- The condition of the runway at Cuenca airport, which at the time of the plane's landing was contaminated with water and slippery.
- The landing was made after a non-stabilized approach with a tailwind.
- During seven seconds, the crew continued the approach with an excessive rate of descent of 1,186 feet, 186 feet above the limit of 1,000 feet.
- The non-application of the Maximum Performance Landing procedure recommended by the aircraft manufacturer for landing on contaminated runways.
- The dispatch of the flight with 1,500 kg of fuel more than the amount of fuel usually used for this flight.
- Omission of the runway length calculation necessary to perform the landing using the braking efficiency information.
- The crew's decision to make the final approach with three red and one white lights, using the PAPI system, induced by the information in the Terminal Information document issued by the company, which authorized this procedure.
- The use of confusing terminology in the Terminal Information document, which used terms applicable to the Airbus fleet, instead of Embraer's.
- The crew's decision not to perform the thwarted approach maneuver after the maximum allowable vertical speed was exceeded and visibility was apparently limited after the minima were exceeded.
- Incorrect use of aircraft braking aids, in this case reverse braking aids
- The application of the emergency brake that inhibits the antiskid system.
- Lack of implementation of adequate management of crew resources, particularly within the cockpit.
- Lack of training in the use of tables for track distance calculation.
- In reference to landing conditions, the aircraft needed a runway length of 2,122 metres while the available distance was 1,900 metres.

The Board of Inquiry estimated that the probable cause of this accident was the crew's decision to continue the approach and landing without carrying out the procedures (ABNORMAL AND EMERGENCY PROCEDURES) established by Embraer in the Quick Reference Handbook when a malfunction occurred with the slat/flap system, resulting in a wrong approach configuration.
The following findings were identified:
- The slats were inoperative during the approach and the crew performed five trouble shooting without success,
- Despite this situation, the crew decided to continue the approach, failed to follow the approach checklist and failed to input the reference speed and distance for landing according to circumstances,
- The aircraft landed too far down the runway, about 880 metres past the runway 35 threshold,
- The braking action was low because the runway surface was wet,
- In normal conditions, with flaps down in second position and slats out, the landing reference speed was 119 knots with a landing distance of 880 metres,
- Because the slats were inoperative, the landing reference speed should be 149 knots and a landing distance of 1,940 metres was needed,
- The aircraft passed over the runway threshold at a height of 50 feet and at an excessive speed of 163,8 knots,
- Spoilers were activated 9 seconds after touchdown, 950 metres after the runway threshold,
- Reverse thrust systems were activated 1,280 metres after the runway threshold,
- The crew started to use brakes 2,300 metres after the runway threshold (runway 35 is 3,125 metres long), with the antiskid system activated,
- Due to an excessive approach speed (15 knots above Vref), a too long flare and a too late application of the brake systems, the aircraft could not be stopped within the remaining distance,
- The slats malfunction was the consequence of the failure of several actuators which did not support negative temperatures met during the last flight,
- Since last July 19, the slats failed 53 times on this aircraft, six times during the approach and 47 times in flight,
- The crew failed to initiate a go-around procedure.

Controlled flight into terrain after the pilot was flying under VFR mode in IMC conditions.