C-GJOL

HISTORY OF FLIGHTOn November 23, 2014, about 1104 Pacific standard time, an Embraer EMB-505 airplane, C-GJOL, experienced an uncommanded severe yaw to the right immediately after takeoff from the Palm Springs International Airport (PSP), Palm Springs, California. Neither the airline transport pilot or the 4 passengers on board were injured. The airplane, which was owned by a private individual, was operated by Hawkeye Aviation Holdings Ltd, Kelowna, British Columbia. Visual meteorological conditions prevailed for the planned cross-country flight, which was being operated in accordance with 14 Code of Federal Regulations Part 91. The left wing received minor damage during the landing. An instrument flight rules flight plan was in effect at the time of the event, with Springbank, British Columbia, the reported destination.

In a statement provided to the National Transportation Safety Board investigator-in-charge, the pilot reported that prior to takeoff the preflight preparations were normal, including the removal of the control lock pin. The pilot stated that the initial taxi out was normal, although he "detected an abnormal 'feel' to the rudders." All turns to runway 13L were right turns, which the pilot described as "easily executed." The pilot opined that the initial takeoff acceleration was normal, but at some point he drifted slightly right of centerline. Upon rotation the pilot noticed a significant yaw tendency to the right, accompanied by a significant roll to the right. The pilot stated that both tendencies were easily counteracted by application of left aileron, after which he flew the departure procedure to the best of his ability. The pilot reported that due to the surrounding terrain, he elected to climb to a safe altitude in order to deal with the problem. At this time the airplane was uncoordinated, with the electronic slip indicator displaced significantly to the left. The pilot stated that he was continuously applying left rudder in an attempt to correct the yaw [to the right], ran the yaw trim to the left, but it did help in resolving the situation.

The pilot reported that he climbed to about 11,000 feet, and at some point received fuel imbalance warning due to the uncoordinated flight. After advising air traffic control that he had a control issue, he was cleared for a visual approach to runway 31L at PSP. The pilot subsequently asked the passenger who was occupying the right front pilot seat, a private pilot, to assume the pressure on the left rudder so he could rest his leg prior to the landing. The pilot stated during final approach, he took control of the rudder and performed the landing.

The pilot opined that the touchdown was normal; however, after touchdown the aircraft began to drift right of the center line, as there was a left to right crosswind at the time of the landing. The pilot stated that trying to correct the drift with rudder was to no avail, he used aileron and power to the best of his ability. In the process the right wing lifted and the left wing tip contacted the runway, which resulted in minor damage. The pilot added that he was able to bring the airplane under control, exited onto the taxiway, and taxied to the local fixed based operator and shut down.

An examination of the airplane shortly after the incident revealed that the airplane's gust lock actuator had failed in the locked position. Under the supervision of a Federal Aviation Administration aviation safety inspector, the component was removed from the airplane and taken into possession of the NTSB IIC. PERSONNEL INFORMATIONThe pilot, age 60, possessed a current Canadian issued airline transport pilot certificate, with airplane single-engine land, multiengine land, and instrument airplane ratings. The pilot also possessed a Canadian designated E55P type rating, which is the Canadian designator for the EMB-505 airplane. Additionally, the pilot's most recent flight review was completed on April 26, 2014, and his most recent first-class airman medical examination was performed on August 5, 2014.

The pilot reported a total flying time of 13,185 hours, with 4,178 hours in multiengine airplanes, and 368 hours in the EMB 505 make and model. The pilot also reported a total number of hours flown in the last 90 days and 30 days to be 147 and 35 hours respectively, with 21 hours in make and model. AIRCRAFT INFORMATIONThe airplane involved in the incident was an Embrarer EMB-505, Canadian registration C-GJOL, serial number 5050009, manufactured in 2013. The airplane is a twin-engine cantilever monoplane with a low-positioned, swept wing. It is equipped with two rear positioned Pratt and Whitney Canada 535E turbofan engines, one on each side of the fuselage. The airplane can accommodate 2 crewmembers and 7 passengers; if operated single-pilot, it can accommodate an additional passenger. The airplane is equipped with an airstair door on the left forward side of the fuselage, single-point refueling, and a private lavatory.

The EMB-505 was equipped with an Umbra Group gust lock actuator, serial number 00075. The actuator was designed specifically to prevent rudder surface movement due to ground gusts.

According to documentation provided by the manufacturer, Umbra Cusinetti, the actuator, S/N 00075, was delivered by Umbra to Embraer on February 28, 2011. It subsequently failed during tests on aircraft S/N 00052, at the Embraer assembly line on May 19, 2011. The non-conformity report by Embraer stated, "Rudder gust lock actuator inoperative". The actuator was then returned to Umbra by Embraer on July 15, 2011. Umbra replaced both microswitches and returned the actuator to Embraer on November 28, 2011. Embraer then installed the actuator on the incident airplane, C-GJOL.

Rudder Gust Lock Actuator

General Description

The EMB-505 flight controls have a control lock system installed which is designed to prevent damage to the control column and flight control systems caused by wind gusts. There are two parts of the control lock system, namely the elevator and aileron control lock and the rudder control lock.

The aileron, rudder and elevator control systems are locked by means of the installation of the gust lock safety pin in the pilot control yoke assembly. The rudder gust lock actuator is installed in the aircraft's rear fuselage, at frame 46. The function of the rudder gust lock is to prevent rudder surface movement due to ground gusts by locking the rudder control system at the rear fuselage torque tube.

In order to preclude in-flight uncommanded locking, the system has the following interlocks:

• TLA (Thrust Lever Angle)

• WOW (Weight-on-Wheels)

No maintenance is required over the rudder gust lock actuators life.

Components

The gust lock system comprises the following elements:

• Aileron/rudder/elevator gust lock cockpit assembly

• Gust lock safety pin

• Rudder gust lock mechanism

• Gust lock quadrant

The rudder gust lock mechanism has the following elements:

• Gust lock actuator

• Command spring

• Bellcrank

• Control box with connector

The bellcrank, pivoted by the action of the actuator, locks one of the grooves on the gust lock quadrant, which is connected to the rudder rear torque tube, thereby preventing the movement of the rudder surface in case of wind gust.

Operation

The aileron control system and the elevator control system are mechanically locked by means of the installation of the gust lock pin in the pilot's control yoke assembly. The rudder control system gust lock mechanism is actuated through an electromechanical actuator.

When the gust lock safety pin is inserted into the pilot's control wheel to lock the aileron and elevator control system, two switches are activated, providing automatic engagement of the rudder gust lock system.

When the aileron and elevator control systems are unlocked by the removal of the gust pin, the rudder gust lock system is designed to be automatically disengaged. As designed, the rudder gust lock system in a locked position is evident to the pilots because of the following conditions:

• Gust lock pin is inserted in its hole.

• Both pedals are locked in a deflected position.

• Aircraft cannot taxi with rudder surface locked. METEOROLOGICAL INFORMATIONAt 1052, the PSP automated weather reporting facility indicated wind calm, visibility 45 miles, sky clear, temperature 19°C, dew point 10°C, and an altimeter setting of 30.08 inches of mercury. AIRPORT INFORMATIONThe airplane involved in the incident was an Embrarer EMB-505, Canadian registration C-GJOL, serial number 5050009, manufactured in 2013. The airplane is a twin-engine cantilever monoplane with a low-positioned, swept wing. It is equipped with two rear positioned Pratt and Whitney Canada 535E turbofan engines, one on each side of the fuselage. The airplane can accommodate 2 crewmembers and 7 passengers; if operated single-pilot, it can accommodate an additional passenger. The airplane is equipped with an airstair door on the left forward side of the fuselage, single-point refueling, and a private lavatory.

The EMB-505 was equipped with an Umbra Group gust lock actuator, serial number 00075. The actuator was designed specifically to prevent rudder surface movement due to ground gusts.

According to documentation provided by the manufacturer, Umbra Cusinetti, the actuator, S/N 00075, was delivered by Umbra to Embraer on February 28, 2011. It subsequently failed during tests on aircraft S/N 00052, at the Embraer assembly line on May 19, 2011. The non-conformity report by Embraer stated, "Rudder gust lock actuator inoperative". The actuator was then returned to Umbra by Embraer on July 15, 2011. Umbra replaced both microswitches and returned the actuator to Embraer on November 28, 2011. Embraer then installed the actuator on the incident airplane, C-GJOL.

Rudder Gust Lock Actuator

General Description

The EMB-505 flight controls have a control lock system installed which is designed to prevent damage to the c...