Interesting reading - one point that was I think missed is it is quoted that "upper modes" were engaged after the go-around on the first approach. Doesn't say which modes though.
ALT.A would have taken them up to whatever was set and the AP would change to ALT. It quotes that "upper modes" were de-coupled on the second approach but if it was missed or actually wasn't de-coupled and only ALT engaged and power management not closely monitored it will fly pretty much that same profile. Earlier software had an aural and Master Caution any time the AP decoupled but it was removed in later software versions which personally I think was a backward step. Now the only way you can tell is if the green bits are no longer visible which may not be so prevalent of your attention. The 4th axis (collective) is manually controlled and the aircraft only uses pitch to try and maintain altitude so the net result is the speed decays and it can be rapid. There is a note on only being coupled to ALT below 80 knots to monitor airspeed closely. Coupling needs IAS above 60 knots but pretty sure it wont decouple and will try and fly until way below that. Even though they say you need 60 knots to couple it will fly away from a hover if you push the GA button.
Ground protection and level off are only available in V/S or G/S with enough power to maintain level flight.
AS332 Sumburgh anyone? Similar?
Not saying this is what happened but should have been addressed in the report.
It does mention in the report that they have moved to Helionix models. The one that will fly you perfectly into VRS if you let it.