A lot of the tests we run via the CMC do actually do this by configuring the system "electronically" to simulate the required condition. In some cases however a physical change is required. In this case maybe there is a mechanical switch or prox sensor in LG lever module that needs to be physically made to get a suitable response? The other issue of course is how far do you go with maintenance switches? How many would be required to simulate every potential test mode? What is the risk if a switch is left in the incorrect position prior to flight, or fails? Remember the A320 that had spoiler problems on take off (at LGW?) because the ground maintenance safety selector on the spoiler actuator had been left in the wrong position? Putting it in another context, this kind of incident has happened maybe 3-4 times now on B787s, how many times has the test been carried out successfully in the same period? Putting more complexity into the system when there is a known simple preventative fix available is not the solution.