Flight Crew Air Transport Pilot (ATP)
Communication Breakdown; Situational Awareness
Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Aircraft
Aircraft Aircraft Damaged
Human Factors; Airport
During the descent; we received an ACARS message assigning us to Gate X. After clearing the Runway; FO contacted ATC Ground Control and informed the controller that we were going into Gate X. The ATC Ground Controller related that she just parked an A330 at Gate X and asked us our intentions. FO tried to contact the Ground Handler; but got no answer. He made repeated calls on the radio with the same result. The ATC Ground Controller was getting anxious because we were sitting on a taxiway; blocking other aircraft. After about a dozen calls to the Ground Handler; they finally responded on the radio and instructed us to park at Gate Y. FO informed the ATC Ground Controller of our new gate assignment and she instructed us to taxi to the gate. As we approached the gate; the wing walkers were in place on each side with illuminated wands and the marshaller was in place with the illuminated wands raised up over the head indicating he/she was ready to assume guidance. The moonless night was clear with numerous overhead floodlights illuminating the ramp and gate areas. I intercepted the gate lead in line and followed the marshaller's signals. The marshaller indicated a normal stop so I set the Parking Brake and instructed FO to shut down both engines. With most of the passengers off the aircraft; the Customer Service Agent came up to me while I was standing near the cockpit and informed me of potential wingtip damage on the left wing of the aircraft. I followed the agent outside and walked under the left wing. I saw that the left winglet was in contact with the right winglet of the other aircraft. The marshaller was present along with several Maintenance personnel with a rolling ladder positioned under the wingtips. The marshaller said that he knew that the other Airbus aircraft was not parked in the normal position on the lead-in line and related to me that is why he stopped us early (before the painted mark) because he did not want the wings to touch. I told him that it would have been better for us to wait on the taxiway instead of bringing us in to park. The marshaller agreed and apologized to me for his actions. The maintenance representative was upset at the marshaller because if they had been called out sooner; he would have stopped the downloading of the other A330 to prevent the wingtip from being lifted up and causing additional damage. At no time during the taxi into Gate Y did either the wing walkers or the marshaller signal to me that there would be a conflict in wingtip clearance or signal for an emergency stop. Neither I; nor F/O felt any bump indicating that we touched wingtips. No passenger or flight attendant mentioned feeling any bump or seeing that the wingtips were touching after parking.Per FOM; 'The marshaller is in the best position to more clearly determine wing and tail clearance. Once the marshaller begins directing the aircraft through standard ramp signals; they assume all responsibility for wingtip clearance.' I believe that we should not have been brought into Gate Y since the marshaller knew that the adjacent aircraft was not parked in a normal position on the lead-in line. Additionally; even if both aircraft were parked centered on the lead-in line; both Gates X and Y seem to have limited wingtip clearance with little margin for error in the event on either aircraft being slightly off the line. Thirdly; the wing walkers should be more proactive by signaling to the marshaller that the wingtips would or could touch each other.
After the passengers have deplaned; A330 Captain is informed that his left winglet is in contact with the winglet of the A330 parked to the left. The other A330 was not perfectly parked in its spot; but the Marshaller was aware of this fact.