EMB-505 / Phenom 300
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Communication Breakdown; Distraction
Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Event / Encounter Object
Aircraft Aircraft Damaged; Flight Crew Became Reoriented
Procedure; Human Factors
I was the PIC [Pilot In Command] and the SIC [Second In Command] was new to the airplane undergoing IOE [Initial Operating Experience] training. He was doing well in his right seat duties; including preflighting and cockpit preparation. After watching and teaching the power-on and cockpit preparation process for a few legs sitting side by side; on subsequent legs I let the SIC get the cockpit ready for flight by themselves and then I would come up; check their work and do the required briefings. That was what we were doing today to get ready for our passenger trip.He (the SIC) did the POWER ON checklist and the COCKPIT PREP flow and checklist before calling me up front to have a look and do the briefings. When we were finished; I went inside the FBO to wait for the passenger. When the passenger arrived we went out to the airplane and loaded the baggage; boarded; conducted the passenger safety briefing; and got into the cockpit. As I was sitting down; I realized the airplane appeared to be creeping backwards. I immediately hit the brakes and stopped the airplane. I looked down and saw that the parking brake was not engaged and I engaged it at that time. At no point did I recall line service asking via signal or voice whether they could pull the chocks. The Ground Crew asked for me to come outside. When I opened the cabin door; they informed me that they had pulled the chocks and the airplane rolled back a few feet and came in contact with the GPU [Ground Power Unit] that was sitting behind our right wing. I verified that the GPU had in fact come in contact with our right outboard flap surface. No damage was visible to the eye and the GPU had a rubber housing protecting it; but it still needed to be inspected by Maintenance.What I learned from the experience is that when conducting IOE or even just flying the line; we need to look around the cockpit following important checks and make sure our partners have done everything correctly. Obviously; it's a little more pertinent during IOE training; but oversights can happen anytime to even experienced crews. This especially comes into play on the longer multi-leg days when shortcuts begin to creep into our processes and there is a tendency to rely on memory as opposed to the written checklists. In our case; the parking brake was on the POWER ON checklist and was missed. Normally; this would have been caught on the BEFORE START CHECKLIST; but we didn't get that far. Even one missed item can have consequences. I should have been monitoring to a greater extent when the pilot in training was completing these checks; and I will be certainly doing so in the future.
Air taxi Captain reported the aircraft rolled backwards when ground personnel removed the chocks because the parking brake was not set.