Narrative:

We started both engines as the turn out; due to the positioning of the jetbridge; is always very tight. We completed the after start checklist and first officer told ATC we were ready to taxi and we received clearance to taxi to the runway. I signaled the marshaller that brakes were off and he started to marshal me for a right turn out. I took a look to the right to make sure it was clear and then focused my attention to the marshaller and left wing scanning between them and starting to make a locked right wheel; right turn out. I heavily rely on the marshaller; as everybody does; especially here because the further aft position of the wing and the angle at which they leave the jetbridge at this airport; makes it all but impossible to accurately judge distance. The marshaller kept signaling to keep going so I did so at a very slow speed. I took one last glance to the right to make sure we were still clear since we had moved a bit and then devoted my attention to the marshaller while scanning back to the left. He kept signaling to keep going. On my second to last look towards the left wing the distance to the jetway was just coming a bit too close; I again looked at the marshaller but he kept signaling me to continue taxing. I looked back again and decided that something wasn't right. I hit the brakes as hard as I could as the right brake was already locked because of the tight turn (also; thinking about the passengers and flight attendant in the cabin). I just started doubting the marshaller. Having already locked my brakes and getting the aircraft stopped I looked forward and saw him at that time raising his hands to give me an 'X'/'stop' signal. I truly believe it was more a reaction to my abrupt braking than him seeing any potential conflict. Unfortunately; the left wingtip did come in contact with the jetbridge. We shutdown engines; deplaned the aircraft; contacted dispatch and maintenance control; and made an appropriate write-up in logbook. Wingtip was inspected by on-site mechanic; logbook was signed off; aircraft was released back into service as informed by dispatch and we continued the rest of our day uneventfully.I have dealt with this here before. I don't know if its airport policy or what but even though the jetbridge can move further back from the aircraft they only move it enough so the aircraft just clears it on the turn out. There is no reason for making these tight turns when there are alternatives like moving the jetbridge further back. Well; obeying the marshaller didn't clear me this time and if I continued following his instructions I would have had a lot more damage. Fortunately I was able to stop the aircraft; unfortunately the wing still came in contact with the bridge. They need to be pushing that bridge back as far as it goes or stop using it all together. As far as a personal policy; I will not accept turn outs from jetbridges without wing-walkers anymore; anywhere; and I believe that the airport should make that their policy if they continue to refuse to push that bridge further back.

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Original NASA ASRS Text

Title: A Dash8 struck the jet bridge when departing the gate under marshalling guidance.

Narrative: We started both engines as the turn out; due to the positioning of the jetbridge; is always very tight. We completed the after start checklist and First Officer told ATC we were ready to taxi and we received clearance to taxi to the runway. I signaled the marshaller that brakes were off and he started to marshal me for a right turn out. I took a look to the right to make sure it was clear and then focused my attention to the marshaller and left wing scanning between them and starting to make a locked right wheel; right turn out. I heavily rely on the marshaller; as everybody does; especially here because the further aft position of the wing and the angle at which they leave the jetbridge at this airport; makes it all but impossible to accurately judge distance. The marshaller kept signaling to keep going so I did so at a very slow speed. I took one last glance to the right to make sure we were still clear since we had moved a bit and then devoted my attention to the marshaller while scanning back to the left. He kept signaling to keep going. On my second to last look towards the left wing the distance to the jetway was just coming a bit too close; I again looked at the marshaller but he kept signaling me to continue taxing. I looked back again and decided that something wasn't right. I hit the brakes as hard as I could as the right brake was already locked because of the tight turn (also; thinking about the passengers and flight attendant in the cabin). I just started doubting the marshaller. Having already locked my brakes and getting the aircraft stopped I looked forward and saw him at that time raising his hands to give me an 'X'/'stop' signal. I truly believe it was more a reaction to my abrupt braking than him seeing any potential conflict. Unfortunately; the left wingtip did come in contact with the jetbridge. We shutdown engines; deplaned the aircraft; contacted Dispatch and Maintenance Control; and made an appropriate write-up in logbook. Wingtip was inspected by on-site mechanic; logbook was signed off; aircraft was released back into service as informed by Dispatch and we continued the rest of our day uneventfully.I have dealt with this here before. I don't know if its airport policy or what but even though the jetbridge can move further back from the aircraft they only move it enough so the aircraft just clears it on the turn out. There is no reason for making these tight turns when there are alternatives like moving the jetbridge further back. Well; obeying the marshaller didn't clear me this time and if I continued following his instructions I would have had a lot more damage. Fortunately I was able to stop the aircraft; unfortunately the wing still came in contact with the bridge. They need to be pushing that bridge back as far as it goes or stop using it all together. As far as a personal policy; I will not accept turn outs from jetbridges without wing-walkers anymore; anywhere; and I believe that the airport should make that their policy if they continue to refuse to push that bridge further back.

Data retrieved from NASA's ASRS site as of April 2012 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.