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| History of this Model in this Organisation: | | |
RAF had two false-starts in acquiring the Chinook as a medium/heavy lift helicopter. Initial order for 33 CH-47Cs placed Feb 1978 and these entered service as the Chinook HC.1 in Dec 1980 at RAF Odiham, home of the RAF Support Helicopter Force. Further 8 ordered partly to replace attrition, which arrived during 1984. The HC.1 were upgraded with change from metal to glass fibre rotor blades to HC.1Bs.  32 remaining HC.1 and HC.1B were returned to Philadelphia for upgrade to CH-47D standard (As Boeing Model 414), which included the controversial FADEC (Full Authority Digital Electronic Control) over the twin Lycoming T55-L-712F engines and the upgraded Chinook HC.2s began to appear in May 1993. Difficulties caused primarily by the FADEC system delayed service entry until Feb 1994 and on 2 Jun 1994 a catastrophic accident in Scotland caused a public outcry. Major reviews followed. A further 3 HC.2 airframes were order in 1995. 6 more CH-47Ds with a strengthened forward fuselage were ordered in 1995 and delivered in 1997 as the Chinook HC.2A 8 MH-47E equivalents were ordered in 1995 in an attempt to regularise the practice of removing airframes from a pool and making ad hoc modifications for special missions. The Chinook HC.3 was available in 1998 but despite reasonable performance tests has been delayed in entry to service, through deterioration in Boeing storage, difficulties with a new self defence system and a cockpit upgrade. It has been reported that the US Army is interested in a buy-back deal in part exchange for a number (believed to be 8) of MH-47Gs to enter service at some future date. |
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| Construction Numbers of this Model in this Organisation: | | |
| C/N | Built | In this Organisation | In other Org | b-868  | 1984 | ZD576: Also known by manufacturers ids M/A036 and M7010. Ex N37079, ff 1984, arr UK Dec 1984, dd to RAF 22 Dec 1984. To 240 OCU/FG by 1988 still 1990, to Persian Gulf as BFME/G by 1991, 18Sq/G by 1992, 18Sq/BC by 1993.
ZD576: Re-delivered as a Chinook HC.2 on 21 Apr 1994 and became the most infamous Chinook to serve with the RAF. On arrival at RAF Odiham, its No.1 engine had to be replaced. On 10 May 1994, a post-flight fault inspection revealed a dislocated mounting bracket causing the collective lever to have restricted and restrictive movement, which resulted in a Serious Fault Signal being sent as a warning to other UK Chinook operating units. On 17 May 1994 emergency power warning lights flashed multiple times and the No.1 engine was again replaced. On 25 May 1994 a serious incident occured indicating the No.2 engine was about to fail. On 1 Jun 1994, the MoD test pilots at Boscombe Down refused to fly the Chinook HC.2 until engines and engine control systems and FADEC software were rectified on the model in RAF service. On Thursday 2 Jun 1994 at around 1800hrs, ZD576, callsign F4J40 crashed onto the Mull of Kintyre killing all 4 experienced crewmen and 25 highly skilled passengers.
| | | | cg.101 | 1979 | ZH257: Also assigned c/n B-797. ZH257 recovered from Falkland Islands 1982. to 9217M at DARA Fleetlands.
|  AE-520: fly to Malvinas/Falklands 18apr82, captured 14jun82. In RNAY Fleetlands as ZH257 and then restored to standard RAF Chinook HC.2 aprox 1996
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