The second recommendation that you refer to states:
A maintenance policy should be instigated for the ruptured duct and all similar ducts.
Noted the ducts have been replaced but still no maintenance programme and it's not clear whether just the ruptured duct was replaced or all similar ducts.
Lets hope that the press and 'MOD insiders' are wrong in attributing the ignition source in XV230 to a hot air duct failure otherwise there have to be serious questions asked as to whether the failure could have been prevented by the implementation of a maintenance programme as recommended some two years prior to the loss of XV230 along with 200 years of combined RAF experience in the shape of crew 3.
I think there is some misunderstanding of the measures implemented above. In a nutshell, the ducts (that have been in for 20+ years) have been assessed to require a life based mtn scheme. This is in the process of being set up properly. In the meantime as it says above ALL the ducts have been replaced with brand new components - hence the fleet has all new ducting, as they were built. The mtn policy will be in force from Dec 07, by which time a sensible lifing strategy will have been developed/implemented - now the DA will have looked at the corrosion etc. issues carefully and will recommend an appropriate lifing solution - this could for example be based on flight hours or years fitted. As the original ducting lasted 20+ years, it is quite possible that a safe lifing policy could see them remain in the fleet for 10/15 yrs, before replacement under a managed mtn programme. Hence the new ducting now flying may not need replacement until 2017 in the first refitted aircraft. These are example figures, but it seems pretty clear that the fact that specifics of a mtn policy will not be in place until Dec 07 is NOT a safety issue.
Hope this helps explain.