In my last airline, Huck
All of the items you have mentioned can be found using a conventional flight profile. Is it really necessary to be diving at 9000 fpm or bordering on stalling to find out that the APU doesn't work?
Engine power assurance checks and trend data generally let you know that the engines are tired or o.k. (If you check that all the parts are where they're supposed to be, ref your CF6 story)
The pilots will let you know if the flight controls are sloppy, vibrate, flutter etc. using a normal flight profile. (better if they are properly trained for test flights and very experienced)
If an airplane has bad (or illegal) lap joint repairs it shouldn't have got to the flight test stage, should it?
I regularly do this type of aircraft acceptance work and of course follow what the manufacturer/lessor/ new operator requires but when it comes to the ground and flight tests I don't always see the logic of each check especially if it is inherently dangerous and can be function checked or simulated without putting lives at risk.
None of the items mentioned by Huck or indeed any of the other posters could not have been found by adhereing to a conventional test flight profile and does not necessitate testing the flight recovery envelope.
You have all made my point for me even by disagreeing. If you improve the ground test schedule these failures should not make it into the air therefore negating some of the riskier flight checks which given the wrong conditions can result in disaster without any possibility of recovery.
It is only an opinion on how to better protects both ourselves as observers and the flight crew who carry out the checks. After all these are commercial airliners not fighter jets.
This accident certainly has shocked me and I will be eagerly awaiting more recommendations from the investigators as I have one of these flights coming up on a A320 at the end of May.
I don't like to be patronised but believe me I'm well aware of the inspections required, the costs involved and believe it is not worth losing an aircraft and crew if the procedures can be reviewed to remove unnecessary risks.
It is no doubt an interesting topic and the testing regime of modern commercial aircraft is probably due an overhaul,
Brgds
SB03