Some Lears require stall tests with factory approved test pilots if too many leading edge attaching screws are removed. The only times I recall removing Lear leading edges would have been a "12-year" inspection, but we'd also completely remove the wing. We always had to have an approved test pilot come out and put it through the full flight envelope after we reassembled everything. I never went on any of the rides but apparently things could get pretty hairy. The cool thing about doing that is some these contract test pilots were retired factory pilots and sometimes they'd be reunited with an airplane they'd made the airplanes very first flight in. Such was the case with a LR28 I happened to be involved in, we did all of the work and presented to the test pilot. He was very happy to have a chance to fly this airplane again. He took it up stalled it a bunch of times and came back and reported that one wing was falling off too soon, then he suggested we adjust the spoiler control rod by one turn. Then he took it back up and repeated his test sequence and came back and suggested that perhaps the first adjustment was a bit too aggressive and perhaps if we backed that control rod off by a 1/4 turn it might be perfect, so we did and off he went again into the wild blue yonder. This time when he landed he said the airplane handled perfectly and signed the log entry. Now I'm not entirely sure if he was as much of a perfectionist as he seemed to be or perhaps he just really liked flying a LR28 again on someone elses dime. LR28, look it up.
Indeed. All the Lears I ever flew always needed post-leading-edge-removal stall checks (that's LR23-LR60). Those birds were fast for a reason.
The reason for this is stall + yaw = spin. Let me say that again for the uninitiated: STALL + YAW = SPIN. It's a real easy equation. Know it. Use it. That knowledge will keep you alive some day.
When the leading edge of a supercritical wing (or even some non-super-critical wings) is effed up, you are going to get yaw that you may not expect. So that you can expect it, good test pilots go out and identify necessary changes to the yaw induction components introduced by the recent wing work. They come back and tell the wrenches how to adjust things so that YOU will get a clean breaking aircraft instead of a naturally spin-inducing airplane.
Say thank you!
Also, really... go back and do some reading. Enough reading that TRULY, REALLY understand why spins happen, and how to deal with them if they do.
Just the other day, I got rolled 170 degrees by preceding big boy air traffic. It was essentially a non-issue. But that's NOT how most would have experienced that event. I've flown enough little airplanes upside down and sideways that I knew precisely what to do. It shook the Pax, but we flew in and landed, so no harm, no foul.
These kinds of departures can happen any day of any week. Don't pretend and convince yourself that they don't.
Be prepared. When you've trained properly for emergencies, those events are NOT emergencies. They are just another day flying. They are just another, almost instinctual reaction to a UA. Everyone is happy. You continue to get paid.
Don't go gently into that good night as did the pilots of Ethiopian and Lion. The unwritten part of BOTH those "accident" is that both of those "Captains" went into the ground with the throttles in TOGA.