TACA Flight 390 was a scheduled flight on May 30, 2008, by TACA International from San Salvador, El Salvador, to Miami, Florida, United States, with intermediate stops at Tegucigalpa and San Pedro Sula in Honduras. The aircraft, an Airbus A320, overran the runway after landing at Tegucigalpa's Toncontín International Airport and rolled out into a street, crashing into an embankment and smashing several cars in the process.
El Salvador's Civil Aviation Authority spearheaded the investigation, which attributed the accident to pilot error. The crew opted to go around after failing to stabilise their first approach. The pilots, who became increasingly frustrated due to the deteriorating weather condition and their difficult approach, misjudged the distance that they required for landing. The aircraft touched down well beyond its recommended zone. The preceding tailwind, heavy weight of the aircraft, and wet runway hindered the aircraft's deceleration during the roll, causing the aircraft to not lose speed quickly enough and eventually to run off the runway.
The aircraft was an Airbus A320-233 with c/n 1374. It was built in 2000 and was registered as EI-TAF in 2006.
The aircraft was carrying 124 passengers and 11 crew members from 16 different nationalities. Majority of those on board were Hondurans, including all crew members but the pilots, who were Salvadoran. Costa Rican officials stated that there were 23 Costa Rican passengers aboard; however, the manifest released from TACA only showed 17 Costa Rican nationals. Spanish embassy stated that two Spanish residents of Honduras were on board. The Argentinian embassy stated that a group of 9 ballet dancers were aboard the flight and were heading to a dance festival in Honduras.
Among the passengers were the Brazilian ambassador to Honduras, Brian Michael Fraser Neele; his wife, Jeanne Chantal; former Chairman of the Joint Chiefs of Staff Daniel López Carballo; president of the Central American Bank for Economic Integration Harry Brautigam; former Honduran Minister of Industry and Commerce, Norman Garcia; Marta Castillo, Vice-president of the Chamber of Commerce, and former Minister of Housing and Planning of Costa Rica, Helio Fallas.
Pilot in command was 40-year-old Captain Cesare Edoardo D'Antonio Mena. He had 11,899 flight hours, including 8,514 hours on the Airbus A320.
The pilot-not-flying was 26-year-old First Officer Juan Rodolfo Artero Arevalo. He had 1,607 hours with 250 of them on the Airbus A320.
Tocontin International Airport is considered to be one of the most dangerous airports in the world due to the location of the airport, which is located within a valley surrounded by mountainous terrain. It is also located within Tegucigalpa, and the adjacent areas are filled with residential homes. As a result of its location, the airport needs a specifically made, complicated approach plan in order for aircraft to land safely. Approaching the airport is mentally demanding, particularly during inclement weather condition. Pilots are required to make a steep descent before making a tight turn and eventually landing. The runway is also significantly shorter than standard, at only 2 km long, and there are public roads on both ends of the runway.
Both pilots had previous experience in landing at Toncontín International Airport; Captain D'Antonio had landed at the airport 52 times, and First Officer Artero had landed there five times.
Flight 390 was a short-haul flight from San Salvador to the Honduran capital of Tegucicalpa that would later continue to Miami, Florida. On 30 May 2008, the aircraft operating the flight was carrying 124 passengers and 11 crew members. The flight was scheduled to take off at 08:45 local time, with an expected time of arrival at 09:45 a.m. It took off from Comalapa Airport at 09:05 a.m.
At 15:17 local time, flying at 15,000ft from the west, Flight 390 contacted the Tegucigalpa approach controller and was instructed to descend to 10,000ft before making a VOR approach to Runway 02, with a visual circling above the runway before landing on Runway 20 (the other side of Runway 02). The controller also gave the crew the weather conditions at the airport. Visibility was limited to 2 km and low cloud ceilings were prevailing to the south of the airport, while conditions for the other areas were good enough. It was also raining and winds of 5 knots were present.
Tegucigalpa ATC later gave more instructions to the crew, including the fix point to the southwest of the airport for a VOR approach to Runway 02. The controller then instructed the crew to descend to 9,000ft and requested them to notify the ATC when they had reached said point. After reaching the fix, they would be instructed to turn left towards the runway, coming in to the airport from the southwest. While flying at 5,600ft, the controller cleared Flight 390 to continue their approach. The aircraft continued to descend and the crew began looking for the runway.
Bad weather conditions hindered the crew from being able to see the runway. Captain D'Antonio stated that he would do a go-around if the runway could not be seen. First Officer Artero confirmed that he could see the city of Tegucigalpa. Due to the limited visibility, Captain D'Antonio asked First Officer Artero to contact to ask for a go-around and to climb to 8,000ft.
The ATC approved their request and cleared them to climb to 8,000 ft. Afterwards, they were asked to turn left towards the VOR. During the go-around, Captain D'Antonio said to First Officer Artero that he would not set the thrust to full go-around power to avoid causing discomfort to the passengers.
While climbing to 8,000 ft, Captain D'Antonio stated that he would not use Runway 20 since by doing so he would go through clouds due to the low ceiling, which would worsen the crew's ability to see the runway. He told First Officer Artero that they would circle the runway again and would later land with a tailwind on runway 02. Afterwards, he contacted ATC stating his intention to do an approach to Runway 02. The controller authorized his request and ordered the crew to do the approach to Runway 02.
Captain D'Antonio radioed TACA operation control if they needed to divert to San Pedro Sula Airport in case they failed their second attempt. The TACA officer who handled Flight 390 instead suggested them to land using Runway 20, which earlier had been decided by Captain D'Antonio to not be used due to the prevailing weather. However, prior to the flight, San Pedro Sula had been considered as the alternate airport and fuel had been added in case the crew failed to land at Toncontín and needed to divert.
First Officer Artero asked for information regarding the prevailing weather conditions and the ATC stated that the wind was blowing at 7 knots. Flight 390 then descended through 6,000ft and began approaching the runway. The crew then saw the runway and decided to do a circle to land on Runway 02. As First Officer Artero announced their intention to the ATC, the controller gave the recent update regarding the wind speed.
During the circling, the autopilot and the flight directors were turned off and the landing gear was extended. After extending the flaps to the full position, the crew read through the landing checklist and continued the descent. The ATC eventually cleared them for landing, reminding them that the wind was blowing at 10 knots, as well as cautioning them that the runway was damp. At around 09:45 a.m, Flight 390 touched down at Toncontín's Runway 02, approximately 400 meters from the displaced threshold with a tailwind of 10 knots.