If you had a bit of knowledge about how Dassault is dealing with THEIR planes, you will not even ask yourself the question. And if you had a bit of NetJets insight, you will not as well.
Dassault, will not accept in their active registry ANY airframe on which they have FULL confidence that it performs as well as when outside the factory on day one.
The wing was changed, the eddies and rays did not show any attachement damages, nor the flight testing after repair. After such a reparation the SRM has VERY clear test card to be flown, and SPECIFIC data to be collected before having the plane back in active duty.
comparing the aloha incident to this one is poor and without any grounds to compare.
As for the crews are concerned, the mistake made ( as AAIB is clearly depicting it) was the transfer of competence from the maintenance manager to the engineer at BIG; this was inadequate since this particular individual never performed such checks in any of his previous experiences. The plane crew was mislead by this and made the mistake. As well as performing this as a maintenance check and not a flight check.
During OCF, or testing, on EVERY single one of them , you cannot perform these if not in possession of a test card; this card will waive the normal ops of the plane, for the duration of the exercise. If not with this card on board, would it be for high speed taxing to full devellopped stalls, you are NOT legal.
Aftermath are always easy to comment, and i am sure that nobody here had EVER made an error for sure !! ;-)
Hang loose !