It is curious. The OEM has had problems with the project, no question, but they mainly have been related to support issues. The incidents and accidents of the type have various causations, none other than operational appear to have common factors, and this class of helicopter has always had operational losses, it goes with the task. The justification for the removal of the type may have more to do with the cost of operation which comes down to the acquisition and support contract than the helicopters safety record. There have been some write offs, from the complete fleet, of which public information does not indicate any of these as yet having a mechanical cause. The Jarvis Bay ditching, where the machine did suffer an engine failure, may have been suitable to avoid being a W/O, but as the fleet is being withdrawn, that probably is not going to be the case. 3 incidents/accidents arose from engine failure, 2 in the ADF, and one with the French with an inflight fire/failure. All of the other events have been operational, such as the Italian, Dutch, Omani events.
The operational readiness appears to have been fairly dismal, but that is par for the course for complex tactical systems for the mission specialist cases. The design did have a number of compromises, and they were accepted in the selection phase, and then suddenly become an impediment later... about par for most systems acquisitions.
The project cost of these helicopters is considerable, and given that all helicopters operate in a challenging environment, that seems to be one of those things that has to be accepted or the designs selected should be less capital intensive. The task systems are always expensive, and the more they are integrated into the system with bespoke engineering the more problematic they are. When they have a USB-C connection for AEW/C or ASW change outs, then it may be that the cost of the systems over their life will become more rational. At present, if you want a specific capability, it comes with issues.
smelling? maybe.