or technical value, neither CENIPAs investigators nor theProsecutor or District Attorney are well-founded to state that. There is nomention of flight rules forbidding a pilot flying with next-generationcapabilities for air navigation to eliminate certain steps of the Flight Approachprofile, providing that he/she keeps restraining the plane above minimumaltitudes as flying over sea. Thatis not intended for flight over obstacles.Scientifically, the flightstages from the moment of the detour to the left, going down over the sea up tothe altitude of 2200 feet and after flying along the extension of the runwaycenterline till the moment Pilot-Flyings announcement for go-around, therewas no any undermined logic or encroachto the air traffic rules. On the contrary, various turns avoided by eliminatingcertain stages (for those turns had potential to disorient spatially thecrewmembers), the plane flew without issues till the go-around beginning. LOGICAL CONCLUSION. The accident in nothingrelates to the phase called INSIDIOUSLY of ' shortcut ', because the aircraftwas flown to the go-around point (MAPt) without apparent issues. What haveoccurred causing fatality, is physically and temporally associated with theroute flown just after the go-around, and more precisely, following the Pilotannouncement verbalizing he is starting the go-around. The investigation onlyshould have concerns after the pilot hasstated I will wait for better weather, that meaning he would fly the planeascending to 4000 feet heading 375 NDB SAT, and keep flying on holding pattern,nothing more than that.A seguir esta um exemplo do que ocorreu comigo:A atitude de um piloto decidir poreliminar a entrada em orbita e ate mesmo eliminar a fase de afastamento,optando por voar direto para um ponto de interceptacao na reta final da pistade pouso em uso e LOGICO e perfeitamente aceitavel e nao estara o pilotoinfringindo a regulamentacao.E para provar a eficiencia desse recursoutilizando os computadores de bordo, eu executei tal procedimento com totalsucesso em Saint Croix, Ilhas Virgens Americanas, no Caribe.Decolei de Fort Lauderdale a noite e aochegar em Saint Croix o mundo estava desabando com chuva.Desde a minha descida do nivel decruzeiro programei o FMS para interceptar a reta final sobre o mar caribenho, criandoo ponto de interceptacao (PBD) adiante da orbita, assim eliminei todas ascurvas desnecessarias do procedimento de entrada em orbita. Prossegui na aproximacaofinal e quando percebi que nao havia iluminacao de pista, nao hesitei,continuei para o pouso e pousei suavemente. Taxiei para o patio deestacionamento e tivemos que ficar dentro da aeronave por mais de 90 minutosdevido a forte chuva.E para isso que servem os recursos debordo.IPSISLITTERIS (FLYINGTRAINING, Instrument Flying, USAF,by colonel E. J. BAKER)g.Restrictions. The procedure turn will not be flown in the followinginstances: (1)When issued an ATC clearance for a "straight-in" approach. (2)When the initial approach is via a no procedure turn required (NoPT)course. (3)When ATC radar vectors the aircraft to final approach course. (4)When established in a published or assigned holding pattern, subsequentlycleared for approaching and the following two conditions are met: (a) Theholding course and procedure turn course are the same. (b) Theaircraft is on the maneuvering side of the procedure turn. (5)When conducting "timed approaches" from a holding fix. Timedapproaches are in progress when you are established in