People - inside aviation and otherwise - have grown more conscious of tail loads and airframe life issues after AA587. Metal fatigue and corrosion-related accidents in a maturing fleet amplify this awareness.
As J_T observes, the ability of an airframe to reach maximum service life is directly relates to how much abuse it has taken along the way.
I predict a move toward 'life-history' FDRs in nearly all future-build transport airframes, accumulating a 'perpetual' trail of g-loads and impulse events which may then be used to make refurb decisions along the way and then, finally, to determine the final flight date for the aircraft chassis. This use of LHFDRs will give 'tail-cover' for regulators, operators and insurers at a lower cost than the alternatives of 'excessive maintenance' or operation until a fatigue related accident/incident occurs.
Should make it MUCH harder to gloss over the barrel rolls.
