Are those examples as is from the factory? If so that would somewhat make the case stronger that it is a assembly/quality control issue.
The modes of failure and reasons for those failures have been discussed ad naseum on this forum over the past decade and a half. Early posts were more speculative, but later posts on the subject were based on the input of multiple knowledgeable folks, including a variety of professional mechanics, bearing specialists, mechanical engineers who all contributed to our collective understanding of the subject. I personally cut open about 50 failed crownwheel bearings to inspect and photograph damage to roller balls and races. Many of those pictures were posted on this site over the years for others to analyze and comment on. The consensus view is not the result of individual speculation, rather the result of considered analysis of many persons over time.
I will recapitulate here. In summary the evidence suggests (and I think this remains the consensus view of those who are knowledgable about these final drives):
Known failures include "the classic crown wheel bearing failure", the "creeping input pinion bearing", the "spinning tapered roller bearing", and the "spinning aluminum trunnion" of the crown gear assembly (my nomenclature, such as it is).
The classic crownwheel bearing failure is the result of assembly errors. It is not a lubrication problem, a bearing problem, nor a design flaw. (Unless you want to make the case that the design made it too easy for the assembly workers to shim it improperly. But I think that is more related to the assembly tooling than it is related to the actual final drive itself.)
Over shimming at the factory set the stage for premature crown wheel bearing failure. I have speculated on how this seemingly routine over shimming may have occured; I refer you to my earlier posts on the subject.
The creeping input pinion race is probably a machining tolerance error resulting in an insufficient interference press fit of that race on its seat on the input pinion shaft that allows this bearing to slowly creep off the shaft. Early stages of this bearing race creep can only been seen during open inspection of the final drive. Late stages of this failure become destructive to the internal housing of the final drive and eventually interfere with the tapered roller bearing. In the early bikes with a speedometer sensor mounted on the final drive housing, the speedometer sending ring can be displaced causing speedometer failure being an early symptom of this failure.
Likewise, the spinning race of the tapered roller bearing is likely an machining error resulting in insufficent press fit of that race on its seat on the crown gear assembly. This failure was often an incidental finding during inspection and repair of crownwheel bearing failures.
The spinning aluminum trunnion in its seat in the carbon steel crown gear is again a machining error resulting in insufficient press fit. (This is the failure that is most often detected during a wheel removal when the final drive gear lube comes out the lug bolt holes of the crown gear assembly.)
Other various failures I have seen reported seem to be "one-offs" with no obvious explanation.
In summary, the failures of the K1200LT final drives are the result of assembly or machining errors in fabrication.
Since the "classic" crown wheel bearing failure is by far the most common, and the one that often leaves folks stranded on the road, it is easy for people to think of this as the only cause of final drive failures.
After 2005, BMW had pretty well figured out they had a problem and the "plume" of crown wheel bearing failures was over.
For bikes prior to 2005 I have been an advocate of a preemptive rebuild by a knowledgeable rebuilder (Dave Selvig, Tom Cutter, not your local BMW dealer) as road insurance.
In my opionion, the cost of a good rebuild is cheaper than in interupted trip, a couple few nights in a hotel, bike towing, etc.
In summary, unless you know the history of an early (99-04) K1200LT final drive, it is a crap shoot. Since these bikes are now many years old, there's no telling what any particular final drive has been through. Many have been rebuilt by a summary replacement with a new crownwheel bearing without proper preload setup, and without regard for inspecting for other known failures.
With a final drive rebuild by someone like Dave Selvig, you can be confident that the drive will easily go at least 100Kmiles trouble free.