|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||airport : zzz.airport|
|Altitude||agl single value : 0|
|Operator||common carrier : air carrier|
|Make Model Name||B757-200|
|Operating Under FAR Part||Part 121|
|Flight Phase||ground : parked|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Experience||flight time last 90 days : 106|
flight time total : 21500
flight time type : 61
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Experience||flight time last 90 days : 100|
flight time total : 10000
flight time type : 3000
|Anomaly||aircraft equipment problem : critical|
|Independent Detector||other flight crewa|
other flight crewb
|Resolutory Action||flight crew : regained aircraft control|
|Problem Areas||Passenger Human Performance|
Flight Crew Human Performance
Cabin Crew Human Performance
We parked. I set the parking brake; tested parking brake handle security (pushed the handle); observed the parking brake light and normal brake pressure. I announced 'brake set; pressure normal' and directed the first officer to shut down the right engine. I began normal after parking duties but after repositioning only 2 switches (seatbelt signs and emergency exit lights); I noticed aircraft movement and applied brakes. The stop was abrupt. I was simultaneously relieved that I stopped the aircraft without significant movement and concerned about possible injuries; as people are up the instant the sign is turned off if not before. I noted that the parking brake light was no longer illuminated and the handle was not in the 'set' position although I don't know if this resulted from the manual brake application used to stop the aircraft since significant brake application releases the parking brake. I again set the parking brake; albeit with some awkwardness as I was unable to achieve the normal engagement feel of the parking brake handle. However; the parking brake light remained illuminated; pressure was normal and the handle remained in place when tested for security. I checked with the flight attendants and learned of 1 passenger injury and later learned of injuries to 2 flight attendants. I had the first officer call for paramedics. The first officer recommended starting the APU and shutting down the left engine; which we did. I spoke with ramp personnel via the headset and they connected the tow bar and tug to repos the aircraft back to the stop line. I was still uncomfortable with the parking brake so when we conducted the parking checklist I cycled the parking brake with the same result -- proper indications but lack of normal handle feel upon engagement. Moments later; ramp advised that the left engine may have contacted the jetbridge. After a significant delay; local personnel elaborated that the jetbridge would not be brought to the aircraft (and paramedics would not board) until pictures had been taken. I declared a medical emergency and insisted that paramedics be allowed to board. The local operations reiterated that the jetbridge would not be moved until pictures were taken but that paramedics could board via external stairs. Paramedics boarded at door 3L. Later the jetbridge was repositioned to door 2L. The passenger was apparently alright and walked off the airplane. 1 flight attendant claimed she would be fine. Paramedics attended to the other flight attendant. Due to conflicting statements; I did not get a clear understanding of her condition. After all passenger and crew were accommodated; the first officer and I went to the ramp. The distance from the B757 stop mark was far greater than we had imagined. I stepped off the distance to estimate 21 ft! Neither I nor my first officer can account for the time required for that much aircraft movement between initial parking brake application and the abrupt stop. During discussion with the first officer; I learned he had also applied the brakes; apparently simultaneously with my effort. Obviously; the aircraft had not yet been chocked. This is consistent with company procedures since chocking the aircraft serves as a signal that it is safe for personnel to approach the right side; so chocking is not normally accomplished until after the right engine has spooled down. Callback conversation with reporter revealed the following information: the first officer had no additional information regarding the cause of the incident. Analyst was unable to contact the captain.
Original NASA ASRS Text
Title: PAX AND FLT ATTENDANT ABOARD B757 SUSTAIN MINOR INJURIES WHEN PARKING BRAKE APPLICATION FAILS AND ABRUPT ADDITIONAL STOP MADE AFTER RESULTING ACFT MOVEMENT.
Narrative: WE PARKED. I SET THE PARKING BRAKE; TESTED PARKING BRAKE HANDLE SECURITY (PUSHED THE HANDLE); OBSERVED THE PARKING BRAKE LIGHT AND NORMAL BRAKE PRESSURE. I ANNOUNCED 'BRAKE SET; PRESSURE NORMAL' AND DIRECTED THE FO TO SHUT DOWN THE R ENG. I BEGAN NORMAL AFTER PARKING DUTIES BUT AFTER REPOSITIONING ONLY 2 SWITCHES (SEATBELT SIGNS AND EMER EXIT LIGHTS); I NOTICED ACFT MOVEMENT AND APPLIED BRAKES. THE STOP WAS ABRUPT. I WAS SIMULTANEOUSLY RELIEVED THAT I STOPPED THE ACFT WITHOUT SIGNIFICANT MOVEMENT AND CONCERNED ABOUT POSSIBLE INJURIES; AS PEOPLE ARE UP THE INSTANT THE SIGN IS TURNED OFF IF NOT BEFORE. I NOTED THAT THE PARKING BRAKE LIGHT WAS NO LONGER ILLUMINATED AND THE HANDLE WAS NOT IN THE 'SET' POS ALTHOUGH I DON'T KNOW IF THIS RESULTED FROM THE MANUAL BRAKE APPLICATION USED TO STOP THE ACFT SINCE SIGNIFICANT BRAKE APPLICATION RELEASES THE PARKING BRAKE. I AGAIN SET THE PARKING BRAKE; ALBEIT WITH SOME AWKWARDNESS AS I WAS UNABLE TO ACHIEVE THE NORMAL ENGAGEMENT FEEL OF THE PARKING BRAKE HANDLE. HOWEVER; THE PARKING BRAKE LIGHT REMAINED ILLUMINATED; PRESSURE WAS NORMAL AND THE HANDLE REMAINED IN PLACE WHEN TESTED FOR SECURITY. I CHKED WITH THE FLT ATTENDANTS AND LEARNED OF 1 PAX INJURY AND LATER LEARNED OF INJURIES TO 2 FLT ATTENDANTS. I HAD THE FO CALL FOR PARAMEDICS. THE FO RECOMMENDED STARTING THE APU AND SHUTTING DOWN THE L ENG; WHICH WE DID. I SPOKE WITH RAMP PERSONNEL VIA THE HEADSET AND THEY CONNECTED THE TOW BAR AND TUG TO REPOS THE ACFT BACK TO THE STOP LINE. I WAS STILL UNCOMFORTABLE WITH THE PARKING BRAKE SO WHEN WE CONDUCTED THE PARKING CHKLIST I CYCLED THE PARKING BRAKE WITH THE SAME RESULT -- PROPER INDICATIONS BUT LACK OF NORMAL HANDLE FEEL UPON ENGAGEMENT. MOMENTS LATER; RAMP ADVISED THAT THE L ENG MAY HAVE CONTACTED THE JETBRIDGE. AFTER A SIGNIFICANT DELAY; LCL PERSONNEL ELABORATED THAT THE JETBRIDGE WOULD NOT BE BROUGHT TO THE ACFT (AND PARAMEDICS WOULD NOT BOARD) UNTIL PICTURES HAD BEEN TAKEN. I DECLARED A MEDICAL EMER AND INSISTED THAT PARAMEDICS BE ALLOWED TO BOARD. THE LCL OPS REITERATED THAT THE JETBRIDGE WOULD NOT BE MOVED UNTIL PICTURES WERE TAKEN BUT THAT PARAMEDICS COULD BOARD VIA EXTERNAL STAIRS. PARAMEDICS BOARDED AT DOOR 3L. LATER THE JETBRIDGE WAS REPOSITIONED TO DOOR 2L. THE PAX WAS APPARENTLY ALRIGHT AND WALKED OFF THE AIRPLANE. 1 FLT ATTENDANT CLAIMED SHE WOULD BE FINE. PARAMEDICS ATTENDED TO THE OTHER FLT ATTENDANT. DUE TO CONFLICTING STATEMENTS; I DID NOT GET A CLEAR UNDERSTANDING OF HER CONDITION. AFTER ALL PAX AND CREW WERE ACCOMMODATED; THE FO AND I WENT TO THE RAMP. THE DISTANCE FROM THE B757 STOP MARK WAS FAR GREATER THAN WE HAD IMAGINED. I STEPPED OFF THE DISTANCE TO ESTIMATE 21 FT! NEITHER I NOR MY FO CAN ACCOUNT FOR THE TIME REQUIRED FOR THAT MUCH ACFT MOVEMENT BTWN INITIAL PARKING BRAKE APPLICATION AND THE ABRUPT STOP. DURING DISCUSSION WITH THE FO; I LEARNED HE HAD ALSO APPLIED THE BRAKES; APPARENTLY SIMULTANEOUSLY WITH MY EFFORT. OBVIOUSLY; THE ACFT HAD NOT YET BEEN CHOCKED. THIS IS CONSISTENT WITH COMPANY PROCS SINCE CHOCKING THE ACFT SERVES AS A SIGNAL THAT IT IS SAFE FOR PERSONNEL TO APPROACH THE R SIDE; SO CHOCKING IS NOT NORMALLY ACCOMPLISHED UNTIL AFTER THE R ENG HAS SPOOLED DOWN. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE FO HAD NO ADDITIONAL INFO REGARDING THE CAUSE OF THE INCIDENT. ANALYST WAS UNABLE TO CONTACT THE CAPT.
Data retrieved from NASA's ASRS site as of January 2009 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.