WPR14LA307

The private pilot reported that he performed the before landing checklist and verified that there were three green landing gear indicator lights illuminated. He added that the landing was "soft" and that he held the nose gear off the runway as long as possible. When the nose gear touched down, the airplane veered sharply to the left. The pilot applied right rudder control and brakes to avoid a runway excursion. The nose gear collapsed and the airplane skidded to a stop. The airplane was not made available for examination after the accident. A review of maintenance records indicated that a service bulletin (SB) to inspect the engine mounts for cracks, which the manufacturer considered mandatory, was not accomplished. The SB stated that cracks develop in the area of the nose gear actuator feet on the engine mount. The condition can occur when the nose landing gear is subjected to excessive loads due to hard landings, rough field operations, excessive-speed turns, improper airplane towing, or other improper operations. It is possible that the engine mount was cracked as identified in the service bulletin, which led to the nose gear collapse; however, because the airplane was not examined following the accident, the reason for the nose gear collapse could not be determined.

On July 22, 2014, about 0915 Pacific daylight time, a Piper PA-46-350 airplane, N60PB, experienced a nose landing gear collapse during the landing roll at Auburn Municipal airport (S50), Auburn, Washington. The private pilot, commercial pilot, and two passengers were not injured. The airplane sustained substantial damage to the firewall and fuselage. The airplane was registered to Ards Fly LLC and operated by the pilot as a Title 14 Code of Federal Regulations Part 91 personal cross-country flight. Visual meteorological conditions prevailed, and no flight plan had been filed. The flight originated from Boeing Field, Seattle, Washington, at 0900 and was destined for Auburn. The pilot reported while in the pattern for landing, he accomplished the landing checklist and verified that the landing gear indicator lights were three green. The touchdown was soft and he held the nose gear up as long as possible during the landing roll on the main gear. When the nose gear touched down, the airplane veered sharply to the left. The pilot applied right rudder control and braking action to avoid going off the runway. The nose gear collapsed and the airplane skidded to a stop. A review of the aircraft maintenance records indicated that the last annual inspection was accomplished on August 20, 2013. On May 29, 2014, the logbook entry indicated that the main landing gear actuator upper attach bolts, and the nose strut steering arm bolts were re-torqued. The next day, the nose landing gear sequence valve was adjusted. The landing gear was swung through several cycles and the operation was checked ok. On June 5, 2014, Piper Aircraft issued Service Bulletin (SB) No. 1103E, which Piper considered compliance as mandatory to inspect the engine mount for cracks and replace for PA-46-350P and PA-46R-350T airplanes. There was no entry in the logbook to indicate that this Service Bulletin had been complied with. The SB indicated that cracks my develop in the area of the nose gear actuator attach feet on the engine mount. This condition can occur when the nose landing gear is subjected to excessive loads due to hard landings, rough field operations, excessive speed turns, improper towing, or other improper operations. The airplane was not made available for examination following the accident to determine the reason for the nose landing gear collapse. The pilot did not complete the National Transportation Safety Board Pilot/Operator Aircraft Accident/Incident Report Form 6120.1.