Zerosum
In my professional opinion this should have happened earlier and the time to complete the change over is too long. This should have occurred as soon as the report on the Israeli crash was released. That crash had all of the characteristics of the crash of DQ-IHE (see the comments at the top of this page of the thread) and I know the FAA has seen the draft of that report even if CAAFI have not released it. So they had two reports which indicated a problem with the blades. I don't know why they waited so long to issue this AD.
As for managing the integrity by reliance on the tap test, I urge you to read this:
http://www.adhesionassociates.com/pa...d%20Joints.doc
There have been documented cases of blade disbonds with service as low as about 750 hrs. I know of two blades reported with disbonds at the root fitting with ZERO flight hours, so I would love to know how they think these blades will be safe for the next five years.
In my opinion they should have withdrawn a number of blades with a range of service lives and then undertaken static tests to demonstrate that they maintain a sufficient level of reserve strength.
Regards
Blakmax