First, the shear volume of US Operators means the FAA couldn't possibly review and approve an MEL for each plane. Heck, they're months behind on simple LOAs like RNP and CPDLC. I've heard of FSDOs taking six months to approve new requests. There is reason the FAA is trying for a workaround, they don't want it.
Second, a CAMP report will easily uncover the SB status, if it applies. As opposed to commercial operators, almost no private operator has the technical knowledge and tech writing support to publish a MEL for each type operated.
Third, the number of open MELs in the corporate FAR 91 fleet is vanishingly small, meaning the cases where the MMEL use would be causal to a safety hazard is infinitesimal.
EASA really is a Campaign Against Aviation. Or is it European Agency to Smother Aviation?