do Procurador ou PromotorPublico. Nao existe na regulamentacao qualquer alusao de que um piloto deaeronave possuidora de recursos de ultima geracao para navegacao aerea NAOpodera eliminar certas etapas do Procedimento de Aproximacao para Pouso porInstrumentos. Afirmo ainda que cientificamente, as etapas do voodesde o instante do desvio para a esquerda, descendo sobre o mar ate a altitudede 2200 pes e voando depois no prolongamento do eixo da pista ate o instante dadeclaracao do piloto acerca de efetivar a arremetida, tenha prejudicado alogica do voo ou sua seguranca. Muito pelo contrario, pois as varias curvas queforam evitadas ao eliminar certas etapas, elas sim, tinham o potencial dedesorientar espacialmente os tripulantes.O acidente em nada se relaciona a fase chamadaINSIDIOSAMENTE de atalho, pois a aeronave foi conduzida ate o ponto daarremetida sem aparentes problemas. O que ocorreu causando fatalidade, esta fisicae temporalmente associado ao percurso apos a arremetida, e muito maisprecisamente, apos o anuncio verbalizado do comandante da aeronave de que eleestava iniciando uma ARREMETIDA.Nao existe uma unica razao para esses investigadoresaventarem que o tao propalado atalho esteve relacionado com a falta decontrole aerodinamico da aeronave. ENGLISHXXI CENTURY AVIATIONThe high-tech instrumentsinstalled on modern aircraft are there on the flight deck in addition to the safety of air navigation.This statement is entirely true, since it is written in all flight crewoperation manuals on this planet, that "in the event of all sophisticated instrumentsfailure, the pilot only must rely on the simplest basic instruments"listed below:1. Compass 2. Aerodynamic Speed Indicator3. AltimeterThe most modern aircraft onthe planet COMPULSORILY has installed these instruments listed above in itssophisticated panel, and that to be used in the event of total failure on high-techinstrumental.Theoretically, a pilotholding his/her certifications for given aircraft, he/she is fit to pilot alarge aircraft that eventually got only those above three working instruments,and he/she is capable of landing at an airport in vicinity of emergency point. It is mere speculation ofCENIPAs officials, which is a military unit of the Brazilian Air Force,responsible for carrying out the investigations of air accidents. Mediocreinvestigation conclusions. Insidious concepts to the pilots. Military fallacy asown marketing.The assessment of investigatorsedges irrationality as they presume the co-pilot voice radio transmitted duringthat flight had produced evidence of fatigue. That is very funny if it werentso tragic. Lets think seriously, anypilot on this planet will not emit a happy voice tone just after he/she hasstarted a Go-Around Procedure. The feeling is recalcitrant, for waste of timeand waste of fuel, and dissatisfaction by unmet goal.The drawing of the instrumentslanding approach flight procedure profiles is COMPULSORY for betterunderstanding by the flight crew but that strokes are limited to short of themodern era of air navigation aid.The "shortcut" asdoomed by CENIPAs investigators is a LEGAL and LOGICAL procedure, in additionto its use by smart flight crew.As a relative of an aircraftaccident fatal victim hears some news from an investigator that there was a flightshortcut, that relative, which is a LAYMAN in aviation immediately will imaginesomething illicit has been done by the pilots, when in reality, it wasperformed a LEGAL maneuver within flight LOGIC based on high-tech instrumental resourceson board further