Narrative:

My first officer and I were scheduled to swap into another aircraft when we arrived in phl. The aircraft we left delayed us as it had a mechanical problem. The aircraft we were picking up also had a mechanical problem which was going to delay us further. When we arrived maintenance was already working on the problem. We waited until they were through and boarded the aircraft to begin our preflight duties. Only moments after we settled in our passenger and bags arrived. The bag cart was parked directly in front of the aircraft when the plane was being loaded. The conditions at the airport were clear but winds were 290 degrees 21 KTS gusting 33 KTS. I left the gust locks in because of the conditions but after completing the prestart checks and starting #2 engine, I decided to remove the rudder gust lock. After reaching down to remove the lock I realized the aircraft was drifting. I forcefully applied the toe brakes but the nose had already broken the window on the baggage tug. I had my feet on the rudder pedals but was only resting them on the toe brakes. I wasn't concerned about the aircraft moving as I could see that the park brake lever was in the locked position. Unfortunately, the BE1900 has hydraulic parking brakes and the lever can be in the up (engaged) position even though the brakes are not truly locked. This being the case and having only 1 engine running I wasn't even considering that the aircraft could drift. The fact that we were running late and swapping into an aircraft we had not secured ourselves were contributing factors to not verifying that the brakes were secure enough to hold the aircraft in place. The gusting winds may also have contributed as did the fact that the bag tug was parked too close to the aircraft. All of these, with the exception of the winds, could have been avoided by all involved not succumbing to the pressures of the schedule. My own complacency was apparent by not verifying the parking brake being set by resetting the brake and reapplying toe brake pressure. Also, I'll never look down again with an engine running without the first officer on the controls.

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Original NASA ASRS Text

Title: BE1900 FLC HURRYING AFTER MECHANICAL DELAY ALLOWS ACFT TO ROLL INTO BAGGAGE CART WHICH IS PARKED INCORRECTLY IN FRONT OF THE ACFT. DAMAGE TO BAGGAGE CART AND ACFT.

Narrative: MY FO AND I WERE SCHEDULED TO SWAP INTO ANOTHER ACFT WHEN WE ARRIVED IN PHL. THE ACFT WE LEFT DELAYED US AS IT HAD A MECHANICAL PROB. THE ACFT WE WERE PICKING UP ALSO HAD A MECHANICAL PROB WHICH WAS GOING TO DELAY US FURTHER. WHEN WE ARRIVED MAINT WAS ALREADY WORKING ON THE PROB. WE WAITED UNTIL THEY WERE THROUGH AND BOARDED THE ACFT TO BEGIN OUR PREFLT DUTIES. ONLY MOMENTS AFTER WE SETTLED IN OUR PAX AND BAGS ARRIVED. THE BAG CART WAS PARKED DIRECTLY IN FRONT OF THE ACFT WHEN THE PLANE WAS BEING LOADED. THE CONDITIONS AT THE ARPT WERE CLR BUT WINDS WERE 290 DEGS 21 KTS GUSTING 33 KTS. I LEFT THE GUST LOCKS IN BECAUSE OF THE CONDITIONS BUT AFTER COMPLETING THE PRESTART CHKS AND STARTING #2 ENG, I DECIDED TO REMOVE THE RUDDER GUST LOCK. AFTER REACHING DOWN TO REMOVE THE LOCK I REALIZED THE ACFT WAS DRIFTING. I FORCEFULLY APPLIED THE TOE BRAKES BUT THE NOSE HAD ALREADY BROKEN THE WINDOW ON THE BAGGAGE TUG. I HAD MY FEET ON THE RUDDER PEDALS BUT WAS ONLY RESTING THEM ON THE TOE BRAKES. I WASN'T CONCERNED ABOUT THE ACFT MOVING AS I COULD SEE THAT THE PARK BRAKE LEVER WAS IN THE LOCKED POS. UNFORTUNATELY, THE BE1900 HAS HYD PARKING BRAKES AND THE LEVER CAN BE IN THE UP (ENGAGED) POS EVEN THOUGH THE BRAKES ARE NOT TRULY LOCKED. THIS BEING THE CASE AND HAVING ONLY 1 ENG RUNNING I WASN'T EVEN CONSIDERING THAT THE ACFT COULD DRIFT. THE FACT THAT WE WERE RUNNING LATE AND SWAPPING INTO AN ACFT WE HAD NOT SECURED OURSELVES WERE CONTRIBUTING FACTORS TO NOT VERIFYING THAT THE BRAKES WERE SECURE ENOUGH TO HOLD THE ACFT IN PLACE. THE GUSTING WINDS MAY ALSO HAVE CONTRIBUTED AS DID THE FACT THAT THE BAG TUG WAS PARKED TOO CLOSE TO THE ACFT. ALL OF THESE, WITH THE EXCEPTION OF THE WINDS, COULD HAVE BEEN AVOIDED BY ALL INVOLVED NOT SUCCUMBING TO THE PRESSURES OF THE SCHEDULE. MY OWN COMPLACENCY WAS APPARENT BY NOT VERIFYING THE PARKING BRAKE BEING SET BY RESETTING THE BRAKE AND REAPPLYING TOE BRAKE PRESSURE. ALSO, I'LL NEVER LOOK DOWN AGAIN WITH AN ENG RUNNING WITHOUT THE FO ON THE CTLS.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.