It's shocking that a regulatory system allows this sort of thing to happen. It's mandatory under the British CAA system that any component/s that affect/s flying and engine controls must have a duplicate inspection carried by appropriately-qualified engineers if they have been disturbed in any way. The inspections include correct senses, ranges of movement, cable tensions and split pinning & wire-locking, The engineering licence examinations include a thorough knowledge of aerofoils, associated controls and their effects upon flight. It's rare that any discrepancies get past the hangar doors.
A long time ago I re-rigged a PA28 stabilator control system on an annual inspection because the ranges of movement and neutral position didn't conform to the maintenance manual. Duplicate inspections were carried out satisfactorily. The aircraft was test-flown by a very experienced ex-Queens Flight pilot with no problems reported. The GA pilot arrived to collect it and aborted the take-off because the yoke position felt abnormal. He was shown the maintenance worksheets detailing the tasks carried out and the range of movement conflictions and rectification. He was so used to flying a mis-rigged aircraft that he thought something was wrong.
Slightly off subject but still relating to control issues, the late Jack Curry in his excellent book Lancaster Target, relates how his Lancaster got into a spin when he was caught in a thunderstorm when returning from a bombing mission over Germany at night time and managed to regain control of sorts. Both ailerons had been torn off and he flew the aircraft back to Wickenby by using differential engine power for turns and landed it!