A couple simple observations here, on the TriPacer, the rudder is directly connected to the nose wheel, It is almost imposable to move the rudder side to side with the nose wheel on the ground as the friction of the tire on the ground (while parked) is greater than the leverage you can put on the training edge of the rudder without causing catastrophic failure of the trailing edge and ribs! For Pacers and other tailwheel aircraft, there are the tailwheel steering springs that restrict the movement of the rudder due to the wind. The interconnect has nothing to do with restraining the rudder while the airplane is stationary. Don't forget that there is the provision for removing the springs on the PA-22-150 and -160 if you install the nose gear centering springs.
Anyone that has done any research on this topic would know that the 2 failures the FAA is citing for the reason for the AD occurred on airplanes on floats, and both were in unairworthy condition as they both were missing the required ventral fin. Both also had beacons attached to the top of the rudder. FAA cited a couple additional rudders that were obtained from scrap bins. Since the origin of those rudders was unknown and have no relevance other than the fact that current inspection practices are effective since they were removed from service prior to an incident taking place.
Anyone that has done any research on this topic would know that the 2 failures the FAA is citing for the reason for the AD occurred on airplanes on floats, and both were in unairworthy condition as they both were missing the required ventral fin. Both also had beacons attached to the top of the rudder. FAA cited a couple additional rudders that were obtained from scrap bins. Since the origin of those rudders was unknown and have no relevance other than the fact that current inspection practices are effective since they were removed from service prior to an incident taking place.
