From what I understand the authorities want an enhanced inspection of the flight controls and drivetrain.
Reading between the lines they are not sure what happened and want the aircraft critical systems inspected until they figure it out.
It is interesting to know how these State of the Art offshore helicopter companies are addressing this risk on their Safety Management System? The risk, an accident that seems to repeat, and associated loss of controllability of the helicopter?
This risk should be taken account in Safety Management System that "S76 could lost its controllability and will come unflyable". This is a Safety risk and predicted probability and severity must be evaluated. If the consequence is the most likely the fatal and probability x time per 1.000.000 flight hours then the outcome will be "RED RISK". The question after this is: how this risk can be mitigated? At the moment I can't see any possibility to mitigate this risk if these aircrafts will be flying?
This will not be limited for SMS/Safety Manager this will be also the matter of TC holder's. What is the TC's holders should create emergency instructions for safe recovery of aircraft in the event where a S76 will lose its controllability and helicopter steering will come illogical?
At least S76 accidents in 1986 in Sutton (4 kills) , 10th of August 2005 Copterline (14 kills) , August 12 Bristow Nigeria (6 kills) and 3 February 2016 (no causalities).
The available information about the last 3rd of February, 2016 accident is supporting assumption that all of these accidents are related loss of helicopter controllability. This is a serious situation and not acceptable that helicopter has a risk to come suddenly unflyable without any warning or any cautions. We are talking about a helicopter which is certified under requirements of Transport Category Helicopter.
This will be the matter what Safety Mangers who are responsible for S76 operations should take account.