Thank you Chug
It will be interesting to compare the way MoD implement their airworthiness processes and procedures during the Chinook Mk3 fix to field contract with their methodology used for Mk2. Not much has changed in the interim, but perhaps this time they will look to demonstrating configuration control is robust on the whole aircraft, including equipment. I hope there will be a whole aircraft safety case. Maybe they’ll ensure the new DECU connector design (one assumes there is one) remains locked this time, instead of having to visually inspect it every 15mins during flight in case it became DETACHED and causes you to CRASH. Will they adopt a systems approach, or just continue with the “it worked in the factory, so it’ll work when integrated into a complex system of systems” approach, long advocated by senior staffs. There are mixed signs. Aforesaid senior staffs that condoned all this are mostly gone. However, many in MoD still regard much of it as a waste of money, so it remains to be seen if they’ll be willing to resurrect build standards and configuration control, thus facilitating a robust airworthiness audit trail. Unlike Mk2.