Achimha
It is quite simple, most of the SID,s is just defining what is good practice. If your maintenance providor has been inspecting the aircraft properly and addressing the defects that were found the SID,s inspection is likely to result in few nasty surprises. On the other hand if the maintenance providor has just been ticking the boxes and not looking deeply enough to try to achieve a cheap job for the customer then it is likely that the true state of the airframe is unknown and problems that have been lurking for years will be found.
To give you an example, my C152's have been treated with one of the approved corrosion inhibitors for the last eight years, the rudder inspection was mandated by the UK CAA long before EASA came to be and we have continued to make these inspections despite the fact that they were not mandated by EASA, at engine changes we crack checked the engine frame, repaired all defects and re-painted the frame. We have always inspected the airframe in the areas that the SID,s inspection mandates at the annual check.
The result of this maintenance is that we know the aircraft very well by now and are unlikely to find any nasty surprises, there are only so many ways to inspect a component so the fact that Cessna have found it necessary to define an inspection dose not necessarily make the last inspection of that component invalid. I see no reason to strip a component that has recently been fully inspected in accordance with the Cessna maintenance manual & AC43 just because Cessna produce a new bit of paper, I will respect the maintenance limits for such a component and will ensure that the aircraft maintenance program reflects this.