15-15 -
Yes, the NTSB describes the raw-data gauge in the report to Garvey. It's a certification requirement. Any pilot would typically look to the gauge. The over-pressure ear pain reports should have taken them there.
No doubt the addition of the confusing fire indications understandably distracted them. Any of us would have had our hands full; errors were inevitable. It was significantly more complex than the NTSB report described.
My complaint is against the FAA with their extended history of facilitating fatal accidents, never making any respctable attempt to change anything, with corporate profit enhancement clearly at the root of their inaction. There was too much warning. It's system wide.
The Southwest FAA Region is particularly bad about singing whatever (insider) corporate tune is demanded. It's not just historic, it's current news.
The Northwest-Mountain FAA region does the same. The commonality of the method is scary as hell - no coincidence.
Even after the Fine Air accident, nothing significant has changed in Florida. If it had, the MIA FAA office would have been all over American and the pilots.
After the Fine Air crash, the MIA office took a royal beating. Now, they are almost disinterested, with another fatal accident and more bad maintenance on their watch. They can't even remember the maintenance breakdown in the ValuJet 592 crash.
Jane Garvey has been made aware of it all. There is precious little suggestion that she genuinely cares. If Nick Lacey hadn't pointed the finger at her in the LA Times report, he'd probably still be there.
It is particularly disturbing to see the NTSB word-smithing such reports to further facilitate the same death-dealing effort of the FAA.