helping to ensure pilots landing with maximum safety.Pilots of aircraft such asCessna Citation XLS+ 560-6066, registration PR-AFA, should not be restricted tothe basic use of the standard instruments. That sophisticated instrumental,highly precise, is to be DOMINATED and put it in good practice by the crew inall phases of flight. What we can see from the investigators reference to the Pilot-Flying(PIC) decision on eliminate some phases depicted on the Instruments ApproachLanding Chart is that all endeavors by Software engineers in navigation, such as ' high-end resource software routines foraccurate horizontal and vertical air navigation should be given up and thepilots stood enslaved by the mind of the air accident investigator guesser. Asa general rule, a person not familiar with the operation of those flight high-techinstruments.CENIPAs investigators wantat all costs to instill in Brazilian LAYMEN mind a feeling state that all Braziliansmust BLAME the pilots. The Brazilian air crash investigators NEVER point theirfingers to the manufacturer, even though there is a roll of evidence ofmanufacturer failure.The Flight Crew OperationManual for this plane brings some remarks to the pilots about the plane misbehaviorafter go-around procedure or even during a take-off as the plane speeds up to215 ( 10) KIAS and the Flaps lever is out of ZERO position. A speed sensor forstabilizer signals to a logic circuitry to freeze the stabilizer on NOSE DOWNposition till the speed to be decreased below 200 Knots. The flaps must NOT beretracted during this speed of 215 ( 10) KIAS.The issue is the alert for callingflight crew attention but it only occurs very later. When the current alerts come on the MFDU, the Stabilizer is AUTOMATICALLY already frozen on NOSE DOWN pitch setting. The aircraft nose instantaneously and abruptly, in milliseconds, falls down without any chance for the flight crew to raise the aircraft nose as in very low altitude, mainly on the MDA altitude. Unfortunately, the aircraft will get into the terrain almost vertically in vicinity upon very high speed.In my opinion, the aircraft manufacturerMUST install another alert (aural) like those on EGPWS, to alert the flightcrew as soon as the speed reaches 215 (10) KIAS, and the flaps lever is out of retracted position (0 FLAPS), and the landinggears arent fully retracted (INTRANSIT light ON).The aural alert I supposedit could be like that: SPEED ...STABILIZER...SPEED...STABILIZER...SPEED...STABILIZERThat will alert the flightcrew to immediately decrease the airplane speed to 200 Knots.The pilot in command wasextremely logical and he used the resource on board properly, and why not say,brilliant. These same CENIPAs investigatorsbehave in complete incoherence, since they claim that the purpose of theirinvestigation is not pointing fingers to anyone or announce responsibilities,but intrinsically they point out with all the Final Report letters and their WILL,that pilot procedure in eliminating some stages of the instrument approachprocedure, said by them a 'shortcut', would be a lack of compliance to the airtraffic rules. And even the State Prosecutor, Thiago Lacerda Nobre, suggested tothe Press there was violation of air traffic rules. He doesnt know Air TrafficRules so deeply to state that. All of them in this case are guessers.NEVER such allusion willhave legal