Absolutely correct Genghis...Profile A, B etc are pre-arranged flight inspection manoeuvres. ATC and the engineers on the ground have a copy of the 'decode' sheet for these profiles and it saves a lot of RT airtime. I could go into detail about the different profiles, what they are designed to measure and why, but since that is usually the subject of months of training (for which I usually get paid!) I will just leave it at that for now.
SU-GCM...the aircraft was indeed German...operated by Cobham Flight Inspection. Interesting to hear the reponse of the aircraft captain to being held off. Admittedly, it is hugely frustrating when you are trying to get an inspection completed and ATC are being unhelpful, but he really shouldn't have reacted like that. It's a civil company doing a job that the airport is paying large amounts of money for...
As for the detail of the manoeuvres - see my comment above. It might help to remember that Flight Inspection is trying to measure the parameters of a 3-dimensional signal in space...in the case of an ILS, 70° wide, 17 Nautical Miles long (25 NM at its maximum), 7° maximum elevation and to an accuracy of ± 0.5 metres! Takes more than 1 manoeuvre to do all that!
ICT-SLB...I wish that a wide bodied biz-jet was favourite!! I have spent too many years crammed into small turboprops - or worse - piston twins! The aircraft of choice for flight inspection nowadays is the King Air. The 200 used to be the red hot favourite, but the 350 is gaining more favour with its longer legs and better payload.