I am not specifically familiar but look at this if you have time and expertise to work up a plan B:
"Shortly after I picked up a Glasflugel 304CZ 17m - nearly new - a
similar EASA Directive was adopted by the FAA. This meant cutting up
the tails on numerous models of aircraft to determine if the pushrods
had drain holes. If not, then more surgery to remove them - good or
bad - and replace the rods at several hundred dollars apiece. Plus
time.

Convinced not to cut up my glider for an unknown, I lost enough sleep
to devise a method of unscrewing the upper rod-end bearing from the
hollow push rod tube, and borescoping the innerds while photographing
at 2" intervals on the way down. Maybe a dozen photos showed the
perfect metal condition on an un-drilled rod. There was a
manufacturer of surgical scopes nearby, and I borrowed a $50,000
dollar one. Then a small carbide twist drill was brazed in the end of
a sized longer wire rod and a drain hole was drilled from the same
upper access point. A small hose adapted to a vacuum removed all
chips, a swab of cotton with epoxy primer and the inner lining of this
tube was never to corrode in this lifetime. Tedious, but as close to
a surgeon as I will ever get.

This was a much different process than the EASA and FAA proposed "chop
and repair" regardless of condition; which statistically compromised
airworthiness by adding undetermined variables across airframes.

I forwarded the process package to FAA and after reviewing with EASA
Europe, I was issued the first AMOC Alternative Method Of Compliance
for this concern."