Accident Overview
On July 6, 2012, at approximately 1455 central daylight time, a Piper PA-46-350P, registration N4133G, experienced a collapse of the nose landing gear during landing at Auburn University Regional Airport (AUO) in Auburn, Alabama. The aircraft sustained substantial damage to the engine firewall and left wing. The commercial pilot, who was the sole occupant, was not injured. Visual meteorological conditions prevailed, and an instrument flight rules flight plan had been filed for the personal flight conducted under 14 CFR Part 91. The flight originated from Booneville/Baldwyn Airport (8M1) in Booneville, Mississippi, around 1340.
Pilot Information
The pilot held a commercial pilot certificate with ratings for airplane single-engine land, multiengine land, and instrument airplane. He reported 4,013 total flight hours, with 1,098 hours in the accident make and model. His most recent FAA third-class medical certificate was issued in April 2012.
Aircraft Information
The aircraft was manufactured in 1998 and purchased by the pilot in February 1999. According to the pilot, the airplane had accumulated 700 total flight hours at the time of the accident. Review of maintenance logs indicated that between 1999 and October 2004, the aircraft logged 557.3 hours. No entries were recorded from December 2004 to August 2006. An inspection for a ferry flight occurred in August 2006 at 606.0 hours, followed by an annual inspection in November 2006 at 606.5 hours. The next annual inspection was in April 2010 at 639.6 hours, and the most recent annual inspection was completed on July 10, 2011, at 661.1 hours.
The engine mount was of welded tubular construction. Postaccident examination revealed a fracture of the engine mount at the right nose landing gear actuator attach foot. The fracture was circumferential in the direction inboard of the support tubes, with an additional longitudinal fracture extending outward. The circumferential fracture exhibited features consistent with fatigue. In the area of the weld and fracture, the surface had a matte black appearance, contrasting with the glossy black of adjacent support tubes. Areas near the weld showed green primer visible through the coating, with brush strokes and non-uniform coverage.
Service Bulletin Compliance
Beginning in April 2002, the manufacturer issued mandatory service bulletins (SB 1103 and revisions A through D) requiring inspections for cracks in the nose landing gear actuator attachment feet welds. Inspections were to be performed at the next scheduled maintenance after reaching 290 hours time in service, and thereafter every 100 hours. If cracks were found, the engine mount required replacement with a new design featuring a one-piece actuator attachment, though this would not eliminate the recurring inspection requirement. The most recent revision mandated paint removal before fluorescent dye penetrant inspection, followed by application of corrosion prevention compounds (Dinitrol/ARDROX AV8 and AV30). These compounds—transparent, brown, waxy, and tack-free—were not observed on the accident airplane's engine mount.
Review of maintenance logs showed no references to compliance with any service bulletin revision except for the July 2011 annual inspection, which included the note: "SB1103D not performed this date at owner's request."
Landing Sequence
The pilot reported that the flight was uneventful and the approach normal. Upon touchdown, he held the control yoke back and allowed the nose landing gear to ease down. As the nose gear contacted the runway, he heard a squealing tire. The airplane veered right, the nose landing gear collapsed, and the aircraft exited the right side of the runway, coming to rest in grass.