The reasoning for the SIDS thing for Cessnas is that they don't have lifed components, but the manufacturer never envisaged having their C402 etc still running around on revenue flights at 20,000+ hours
and were concerned with liability (per the engine failure cases that C paid out on big time that saw C just about fold up). It originated from a wing spar failure in a 402 freighter in USA where the A/C had a squillion hours AND had been involved in a ground collision before the failure. Incidentally, its the C336/7 and C303 that don't have a SIDS requirement, not the 404.
Piper do not have a SIDS-type program because their equivalent types (PA31 PA23 etc) have firstly a lifed spar (13000hr) and a lifed airframe (spar replacement + 13000hr, then its all over red rover.
Beech have a similar program where critical parts are replaced (wing bolts on the Baron and undercart on the SKA for example) which as part of the process necessitates inspection of wing spar attach points and centre carry-throughs.
The recent ATSB paper on aging aircraft is a good read.