SM,
It remains a fact that Bond have had more accidents operating from Aberdeen since they reformed than Bristow and CHC had in the previous 30 years+.
That is statistically significant fact.
Are you statistically talking sh£t again?
I'd rather not dwell on the past, as lessons have been learned, and some of the incidents below were tragically fatal.
However, highlighting the below, may put things into perspective.
I do notice you mention Aberdeen. If you put the blinkers on and just look at Aberdeen based aircraft, off the top of my head, Bristow have had 3 serious accidents, and CHC have had 1.
If you take the blinkers off:
Cormmorant A - 1992
Bristow - AS332L G-TIGH - Fatal (Serviceable aircraft CFIT)
North Sea - 1995
Bristow - AS332L G-TIGK - No Fatalities (Aircraft ditched following lightning strike)
Aberdeen - 1996
Bristow - AS332L G-TIGT - No Injuries (Serviceable aircraft rollover rotors turning at airport)
Southern North Sea - 2002
Bristow - S76 - G-BJVX - Fatal (Blade Manufacturing Defect)
West Navion North Sea - 2004
CHC - AS332 G-BKZE - 1 Injury (Serviceable aircraft roll over Rotors turning on deck)
Morecambe Bay - 2006
CHC - AS365 G-BLUN - Fatal (Serviceable Aircraft CFIT)
Dutch Sector - 2006
Bristow - AS332L2 G-JSAR - No injuries (Serviceabe aircraft Ditched)
Nigeria - 2009
Bristow - AS332L - No fatalities (Serviceable aircraft Ditched)
Some of the above accidents:
the lightning strike, rollover on deck, and the S76 blade detachment lay no blame on the operator, in a similar fashion to the way that the last 2 Bond accidents 'may' lay no blame on the operator.
As previously mentioned, unfortunately, Bond are the 'unlucky' operator at this time, and I can understand the decision made by Shell. Human factors will inevitablely take a part in these decisions
However, I don't believe this decision has been based on statistics, facts, or logic.