EMB ERJ 190/195 ER/LR
Flight Crew Air Transport Pilot (ATP)
Workload; Situational Awareness; Distraction; Fatigue; Time Pressure
Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Flight Crew Became Reoriented; Flight Crew Regained Aircraft Control
Human Factors
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.
I felt the plane come to a stop; the Captain shutdown engine 2 and I then looked down to prepare for the next checklist. As I looked down to read the checklist I felt the aircraft move; I looked back up and saw that we were moving forward so I pressed the toe brakes to stop the aircraft.
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.