My response of higher altitude and thinner air is only relavent to dynamics load as per the quote.
The static test failure in my opinion would impact the higher altitude testing with respect to the pressure differential in the fuselage. Even if the difference is within 1 percent of ultimate, I believe the test group are operating at hightened sensitivity, and will not dismiss any risk, however small.
That being said, they will probably test at higher altitude but not at max altitude until they have the door fix implemented.
Yes - if they decide to pull 4G's at altitude they could be in trouble. It's not the door that needs to be fixed - it's in the Keel beam. If they fly at 98% of MTOW and not pretend they are dogfighting with Maverick at Top Gun they should be fine.
Stop throwing shade on something that really isn't an issue.
From Seattle Times https://www.seattletimes.com/business/b ... ress-test/
"The test conducted that day was the final test of this airplane, which was fixed in a test rig inside the Everett factory specifically to be stressed close to destruction. The jet was surrounded by scaffolding and multiple orange weights hung from the airframe. Wires were hooked to instrumentation that studded the surface to measure every stress and deflection, the data monitored in real time by engineers sitting at control room computers.
As the test neared its climax, weighted pulleys had bent the jet’s giant carbon composite wings upward more than 28 feet from their resting position. That’s far beyond the expected maximum deflection in normal flight of about 9 feet, according to a person familiar with the details.
At the same time, the fuselage was bent downward at the extreme front and aft ends with millions of pounds of force. And the interior of the plane was pressurized beyond normal levels to about 10 pounds per square inch — not typically a requirement for this test, but something Boeing chose to do.
All this simulated the loads in a flight maneuver where a pilot would experience a force of 3.75 G, compared to the maximum of 1.3 G in normal flight.
The combination of the bending forces on the wing and fuselage created a high compression load on the bottom centerline of the fuselage — the keel — according to the person, who asked for anonymity because the details are sensitive.
Federal certification regulations require engineers to ratchet up the forces until they reach “ultimate load” — defined as 1.5 times the “limit load,” which is the maximum that would ever be experienced in normal flight — and hold it there for at least three seconds."
"A safety engineer at the Federal Aviation Administration (FAA), speaking anonymously without permission from the agency, said that because the blowout happened so close to the target load, it barely counts as a failure."