Embraer EMB-505 incident near Palm Springs, California, November 23, 2014
On November 23, 2014 at about 7:04 pm local time, a 2012 Embraer EMB-505, registered CGJOL, suffered minor damage in an incident during initial climb near Palm Springs, California (Palm Springs International airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 5 people were on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The failure of the gust lock actuator solenoid for reasons that could not be determined because postaccident examination of the rudder gust lock system revealed no mechanical malfunctions or failures that would have precluded normal operation.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 23, 2014 · about 7:04 pm local time
- Place
- Palm Springs, California · Palm Springs International · map
- Type
- Incident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Embraer EMB-505, built 2012 · all EMB-505s on the register
- Registration
- CGJOL · no longer on the register · serial 50500089
- Damage
- Minor damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airline transport pilot was preparing to take off for a personal cross-country flight. He reported that the preflight preparations were normal, including the removal of the rudder gust lock pin. He stated that the taxi out for takeoff was normal but that he "detected an abnormal 'feel' to the rudders." He added that all of the turns to the runway were right turns and that he "easily executed" the turns. Following rotation on takeoff, the pilot noticed a significant right yaw and roll, which he initially countered with left aileron. As the airplane continued to climb, the airplane's flight was uncoordinated, and the pilot had to continuously apply left rudder to counter the right yaw; he also attempted to apply left yaw trim, but neither action resolved the issue. At this time, the pilot advised air traffic control (ATC) that he needed to return to the departure airport, and ATC cleared the pilot for a visual approach. The pilot landed the airplane; only minor damage to the left wing tip was incurred as the pilot tried to unsuccessfully correct (with the right rudder and aileron) a drift to the right after landing. The initial examination of the airplane revealed that the rudder gust lock had failed in the locked position. Upon further examination, it was determined that the gust lock actuator had likely begun to retract as commanded by the pilot when he removed the rudder gust lock pin during the preflight/startup checks. However, the solenoid located within the gust lock actuator failed, which resulted in the pin no longer being held in the retracted position. Once the pin released from its retracted position, it engaged the ball nut, which then stopped the rotation of the actuator shaft. The failure occurred at a time when the gust lock bellcrank had not fully disengaged from the rudder quadrant, which likely resulted in the rudder being locked throughout the taxi, takeoff, climb, descent, approach and landing, and landing roll segments of the flight. Although it is possible that a momentary power interruption could have caused the solenoid pin to release, which would have then resulted in the pin moving to the extended position and interfering with the ball nut, no conclusive evidence was found during the investigation that supported this possibility. The reason for the failure of the gust lock actuator solenoid could not be determined.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Sys/Comp malf/fail (non-power) during initial climb defining event
- Collision with terrain or object (not controlled flight into terrain) during landing (landing roll)
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
- cause Aircraft › Aircraft systems › Flight control system › Gust lock or damper › Failure
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 13,185 hours in all; 368 in this make and model; 147 in the last 90 days; 35 in the last 30 days; 11,748 as pilot in command; 4,698 on instruments
- Last flight review: April 26, 2014
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 730 hours
- Last inspection: continuous airworthiness programme, October 31, 2014; 141 hours since
- Maximum gross weight: 17,968 lb
- Seats: 9
- Landing gear: retractable
- Engine 1: Pratt & Whitney 535E (turbofan); 730 hours total
- Engine 2: Pratt & Whitney 535E (turbofan); 730 hours total
The flight
- Departed from: PSP Palm Springs CA at 6:52 pm
- Destination: CYBW Springbank
- Flight plan: IFR
- Runway 31L, 10,001 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 20,000 ft
- Temperature: 73°F (23°C), dew point 61°F (16°C)
- Altimeter: 30.20 inHg
- Observation at 6:53 pm from PSP
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 4 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number WPR15IA046.