visual approach, aided by the FMS, with the intention of joining the ECHO 1 trajectory on final approach. The report notes that the captain used a similar approach in previous landings and that "it is possible that the captain’s experience of landing in runways of other countries with precarious infrastructure conditions, in addition to his mistaken assumption of the real meteorological conditions in the aerodrome, may have contributed to his feeling safe upon adopting such procedure." However, such an approach, which saved five minutes, was not permissible in the meteorological conditions at the time of the crash, when aircraft could only use instrument only (IFR) approaches. The reason for abandoning the approach is unknown. Since the meteorological conditions were close to the minimum permitted for an IFR approach, the aircraft would need to approach close to the ECHO 1 approach trajectory. On the aircraft's improper approach, the investigation noted that there was a low probability that the aircraft could have stabilized its approach in order to land safely. With a wet runway and if the aircraft crossed the threshold at the reference speed, the aircraft would have a safety margin to land on the wet runway. There was a tailwind at the time of the attempted landing. Additionally, a non-directional radio beacon (NDB) just before the runway (RR NDB) was non-functional on the day of the accident. Because the aircraft did not follow the ECHO 1 approach, it did not pass the only NDB available for determining the missed approach point, which was SAT NDB. The report concluded that "the fact that the crew did not follow the profile of the ECHO 1 [approach], along with their difficulty stabilizing the aircraft on a final approach, and the tail wind component condition may have contributed to their decision to discontinue the approach." The proper missed approach procedure was to make a left turn at the missed approach point—the RR NDB, which was inoperable, or one minute and fifteen seconds past SAT NDB, which the aircraft didn't cross—and climb to . However, the pilots made a low pass over the runway and began a gentle left turn at the end of the runway. Witnesses state that the aircraft made a low pass over the port before disappearing into the clouds. On this trajectory, the aircraft made a "tight" turn, with a bank angle up to 60° and g-force up to 2.0 G.