An fatigued ERJ190 captain failed to set the parking brake after gate arrival and consequently the a...

Narrative:

We arrived at our crew base after a very long four day trip. We had been on duty for 12 and a half hours. We were both tired and ready to get home. I had a short amount of time to get to the other side of the airport and catch my flight home or be face with spending the night on my own dime. The taxiways and ramp had plenty of snow and ice on them so I taxied in on both engines. We were marshaled into the gate and given an X to stop which I did. At that point I shut down the number 2 engine. I left the number 1 engine running to allow them to hook up ground power; as such; we had not completed the parking checklist. I then went to lift my flight bag up on to my lap to pack up. About that time I felt a bump. I had not set the parking brake and we had rolled forward. The bump I felt was the first officer stopping the airplane. She realized what was going on and stopped the aircraft short of running the left engine into the jetway. I shut down the engine to make sure that nothing got sucked into it. I immediate opened the window and talked to the rampers and made sure that everyone was alright. I also asked them if the aircraft was damaged to which they replied no. I and the first officer also later verified that there was no damage to the aircraft. The rampers then got a tug and pushed us back into our parking spot with no further issue and we deplaned safely and normally. After leaving the airport it occurred to me as good measure that I should contact maintenance and ask them to check the left engine for FOD. I did and they replied that they would check it out. There were many human factors that contributed to this event; however; I do have a suggestion. We all know where the nosewheel is supposed to stop because the lead in line is marked. What if a couple of feet ahead of the line to be used (aircraft specific) we placed a single chock prior to aircraft arrival. That way if the airplane did roll a couple of feet it would stop automatically without damage to the aircraft or the equipment. It would also reduce the risk to the marshaller.

Original NASA ASRS Text

Title: An fatigued ERJ190 Captain failed to set the parking brake after gate arrival and consequently the aircraft rolled forward until the First Officer stopped it after sensing movement.

Narrative: We arrived at our crew base after a very long four day trip. We had been on duty for 12 and a half hours. We were both tired and ready to get home. I had a short amount of time to get to the other side of the airport and catch my flight home or be face with spending the night on my own dime. The taxiways and ramp had plenty of snow and ice on them so I taxied in on both engines. We were marshaled into the gate and given an X to stop which I did. At that point I shut down the number 2 engine. I left the number 1 engine running to allow them to hook up ground power; as such; we had not completed the parking checklist. I then went to lift my flight bag up on to my lap to pack up. About that time I felt a bump. I had not set the parking brake and we had rolled forward. The bump I felt was the First Officer stopping the airplane. She realized what was going on and stopped the aircraft short of running the left engine into the jetway. I shut down the engine to make sure that nothing got sucked into it. I immediate opened the window and talked to the rampers and made sure that everyone was alright. I also asked them if the aircraft was damaged to which they replied no. I and the First Officer also later verified that there was no damage to the aircraft. The rampers then got a tug and pushed us back into our parking spot with no further issue and we deplaned safely and normally. After leaving the airport it occurred to me as good measure that I should contact Maintenance and ask them to check the left engine for FOD. I did and they replied that they would check it out. There were many human factors that contributed to this event; however; I do have a suggestion. We all know where the nosewheel is supposed to stop because the lead in line is marked. What if a couple of feet ahead of the line to be used (aircraft specific) we placed a single chock prior to aircraft arrival. That way if the airplane did roll a couple of feet it would stop automatically without damage to the aircraft or the equipment. It would also reduce the risk to the marshaller.

Data retrieved from NASA's ASRS site as of July 2013 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.

Attributes
ACN	989497
Time
Date	201201
Local Time Of Day	1801-2400
Place
Locale Reference	ZZZ.Airport
State Reference	US
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Make Model Name	EMB ERJ 190/195 ER/LR
Operating Under FAR Part	Part 121
Flight Phase	Taxi
Flight Plan	IFR
Person 1
Function	Pilot Flying Captain
Qualification	Flight Crew Air Transport Pilot (ATP)
Person 2
Function	Pilot Not Flying First Officer
Qualification	Flight Crew Commercial
Events
Anomaly	Conflict Ground Conflict Critical Deviation - Procedural Published Material / Policy Ground Event / Encounter Loss Of Aircraft Control

An fatigued ERJ190 captain failed to set the parking brake after gate arrival and consequently the aircraft rolled forward until the first officer stopped it after sensing movement.