Originally Posted by
tdracer
I was directly involved in the Lauda 767 investigation - probably the hardest, most unpleasant thing I ever did at Boeing.
snip
Ultimately it was determined that it simply was not practical to make an in-flight deployment controllable with the (then new) very high bypass turbofan engines, the only answer was to make sure it never happened. Hence the retrofit of the 'third lock' (aka 'sync lock', although not all installations use an actual lock on the sync cable).
A very good friend of mine flew that Lauda B767 into Bangkok on its previous sector.
I was flying B767 with P7W JT9D-7RE at the time.
It is a long time ago, and almost as long since I read the report, but all I can say is we introduced company changes to "SOP" within 48 hours of the accident.
Stick to the AFM for the aircraft, do not invent additional procedures --- and any change must be approved by the Type Certificate holder and the state of certification.---- all done in that 48 hours, in our case.
Tootle pip!!