I read only the L2 report. Interesting and we had something a bit like that many years ago in BHL. But very sorry to see that the standard of the report is so bad. For instance:
During a ground taxi, the crew felt a control restriction
when attempting to turn left and realised that the nose
wheel locking pin had become engaged.
No, there was no control restriction, just a lack of apparent effect from the control input.
The nosewheel locking pin, when engaged, prevents the
helicopter’s nosewheel rotating
No - that would be a brake! - the nosewheel lock prevents it from steering. I suppose you could argue that its talking about rotating in a different plane, but how misleading is that!
The flag will drop as soon as the
lever is rotated, even...
No, the flag drops when the lever is pulled up, not when its rotated.
The locking pin is released by rotating the lever and
pushing it down, causing a spring to force the pin out of
the hole and allowing the body of the nosewheel to rotate
freely.
No, a spring does not force the pin out, its the force directly from the cable / lever.
The forces exerted on the aircraft
by the application of left yaw pedal whilst the helicopter
was unable to turn would have created a rolling
moment, exasperated by the increase in collective pitch
application.
No, exasperated means "greatly annoyed; out of patience" or whatever. Perhaps the author meant "exacerbated" or similair?
And no real comment on the potential safety hazard, especially the risk of rollover with accompanying destruction of the helicopter and possible death of bystanders, that can result from excessive yaw pedal application on this type of helicopter. Such excessive pedal input is typically induced by the helicopter's failure to turn eg when the nosewheel lock is in.
Come on AAIB, you are rightly world renowned for integrity and competance. Don't let your standards slip like this!
HC