Couple of things... the EASA AD not implemented by the FAA is a bit of a red herring. The effective date of that was only 2 weeks ago and operators have until 1st Jan 2019 to implement it, and it only affects certain PNs which may well change after the SB is embodied. I expect the FAA will now follow EASA’s lead but there’s nothing unusual about this situation. It does take time to inspect 15,000 7Bs globally operating 10 hours per day, which gives you some idea of its despatch reliability. Within that time probably a third of B737s would’ve been through C check which is an opportune time to carry it out.
Fan blades on the 7B also don’t have a finite scrap life (I believe only the Trent 700(?) is one of the few that does) and are replaced on condition after NDT/ultrasound/BSI findings.
If the engine is 10000 cycles since OH it probably is due a restoration soon, but that is nothing unusual (if SW operate 1.5 FH: 1 FC) You’d expect in the operating environment to double that and get up towards the limiter which is 20000.