Double Bogey
The necessary testing and clearance of the Safety Critical Software had hardly begun before it was halted. The reasons are well documented. Essentially, Boscombe were following mandated regulations; parts of the MoD were telling them to ignore them.
Therefore, there was no Certificate of Design for FADEC, therefore it was not permitted to be fitted in a Service aircraft. Under MoD(PE) rules, it was only permitted in the PE Fleet aircraft for trials and testing. As advised to both MoD(PE) and RAF, that trials aircraft was not a recognisable Chinook HC Mk2, and Boscombe awaited delivery of one. Therefore, valid testing and trials in general could not be conducted as the results would be of no relevance to the Mk2 CAR recommendations. Hence, Boscombe declined, correctly, to recommend CAR be granted. The aircraft had Switch On Only clerance, which means (as stated above) you are not permitted to rely upon it in any way whatsoever. All testing and trials activity had ceased on the day of the crash.
You must follow the lies. MoD consistently claimed the FADEC software was not Safety Critical. This was debunked once and for all during the Philip Review, when the policy document showing it WAS Safety Critical was produced in evidence. It also helped that the author of the relevant Defence Standards of the day, an RAF officer at Boscombe, was tracked down and his original copies of these "missing" Standards produced. (Hitherto, MoD had declined to acknowledge their existence and, in fact, still do).
Upon production of this evidence, MoD's 17 year campaign against the pilots stopped overnight and they put up no further argument. It must have come as a bit of a shock that their challenge for "new" evidence to be produced was met head-on.
Hope this helps.