I was told EAL-401 AP tripped off because the long time chief pilot of TWA had insisted during the design that the AP kick off at a much lower CW force than LCC wanted.
He was also the guy who insisted on a 500' full scale radalt indicator. The TW 727 that hit a hill on approach to Washington in 1975 due to lack of situational awareness that would have been aided by the industry standard 2500' radalt indicator, was the accident that brought the mandate for GPWS.
All the overhead switches on TW planes back in that era were backwards from other airlines. Second tier operators, who later had those planes in mixed fleets, had their hands full.
That chief pilot had an overbearing personality, and the authority to get his way. Vendors gave him special coddling in his travels. Best not to go into that here.
In the day of the electromaniacal (electromechanical) flight directors, there seemed to be a version for the chief pilot of every major airline. Between Bendix, Collins and Sperry, there must have been near 200 versions.
GB