Tandemrotor,
The Mk 1 and Mk 2 are 'essentially the same' for the purposes of icing clearance - if you know different please enlighten me.
It is a fact that, at the time of the accident, the aircraft had not yet been trialled down to Mk 1 limits. But that does not change my fundamental point - what would you do when faced with the dilema? Fly below SALT in IMC or exceed an icing limit? What does it matter what is on the OAT guage.
If BD pilots refused to fly the aircraft because it was unsafe, with your vast knowlegde of the Chinook, what did they change that allowed them to subsequently conduct the trial - in fact can you tell me what has been changed since then to turn an unsafe aircraft into the one flown today?
By the way, I do know the Mk 2 icing limits, thankyou, and I have flown the Mk 2, just to get the willy waving bit out of the way.