Brian Dixon post 1072 (Aug 2004):
ZD576... service history from the point of return to the UK after Mid-Life Update:
8 Apr 94 - Returned from Boeing. Experiences a FADEC problem.
21 Apr 94 - During a transition to hover the helicopter has a torque mismatch of 40%. No engine warning lights illuminate. Number one engine is replaced. (Cause was a faulty torquementer).
26 Apr 94 - Has a problem with engine control levers at the flight idle position. There was no torque indication to either engine and the number one engine ran high. Whole engine replaced again.
3 May 94 - GPS failed to operate.
5 May 94 - GPS failed to operate.
9 May 94 - No GPS feed to RNS252.
10 May 94 - A large spring detached from the collective lever. It was found that the bonding had failed to keep the spring in place. The engineering note stated that there was cause for concern with regards loose atricles within the flying control closet.
17 May 94 - Engine power warning light illuminates three times. Engine temperature also goes beyond its normal level. As a result, part of the FADEC system is returned to the USA for investigation. The engine is stripped and rebuilt.
18 May 94 - Number one ECU PTIT rises (undemanded) to transient 950 degrees C for about 1 second before returning to normal temperature. The ECU is changed.
20 May 94 - During control checks, an unusual vibration was felt when raising the collective. Loose washers and securing nut were found on the CPT assembly. No locking wire was found.
26 May 94- During flight, numerous warning lights illuminate, including the master warning light and a number two engine failure notification. The helicopter makes an emergency diversion to a civilian airport.
31 May 94 - ZD576 delivered to RAF Aldergrove. The IR jammer has a fault. It is replaced.
1 Jun 94 - During flight, there is a problem with the PTIT guage. It is replaced upon landing.
2 Jun 94 - The PTIT guage plays up again and later in the the task it is noticed that there are problems with the RNS 252. However, on return to Aldergrove the faults could not be replicated.
The crash occurs later that day during the second sortie.
This was the history of one aircraft over the two months of its absurdly short life. Sqn Ldr Burke gave evidence to the FAI and HoL that seemed to show it to be par for the course of the Chinook Mk2 then. He didn't give that evidence to the BoI because the RAF didn't want to hear it. It still doesn't.
Bast0n, your post above is both revealing and damning of the RAF attitude to Accident Investigation and Flight Safety in general:
No signs - no evidence - no history of such events with this aircraft - no case...............
There's evidence alright, but none so blind as they who won't see!