2026-02 · NASA ASRS report 2331297
Air carrier ERJ 175 flight crew reported after parking and setting the parking brake; the aircraft rolled backwards.
After landing at ZZZ; we taxied to the assigned gate and came to a complete stop. The Captain set the parking brake; shut down engine 1 (2 was already shut off) and called for the shutdown checklist. I began the shutdown checklist; which starts with verifying the parking brake is set. Both the Captain and I visually confirmed the parking brake light was illuminated; indicating the brake was set. The Captain called for the shutdown checklist as normal. While completing the checklist; I looked up and noticed the gate agent standing behind his controls and noticed the jet bridge begin to move. Shortly after; the gate agent exited his position and began waving his arms to get our attention. The Captain and I looked at him momentarily; and he then made a hand signal indicating the parking brake. At that time; we realized the parking brake release pin was loose and the parking brake had disengaged. No aircraft movement occurred that resulted in damage; and no injuries to passengers; crew; or ground personnel were reported. The situation was identified promptly and addressed. Cause: The parking brake release pin being loose.Suggestions: After discussing the event; we confirmed we followed AOM procedures and checklist triggers stating; after the aircraft is parked at the gate with the parking brake set." The brake indication light was illuminated at the time and the aircraft should have been getting chocked while we completed the short checklist. Moving forward; we will continue to stay heads up (not looking down at the checklist) until we receive the chocks in hand signal before continuing with the shutdown checklist."
After arriving at Gate XX in ZZZ; the parking brake was set; and the I accomplished the Captain's shutdown flow. I then asked the First Officer for the Shutdown checklist. She began reading the checklist shortly after. While reading the checklist; we verified the Parking Brake ON indicator was illuminated and continued the checklist. Meanwhile; after noticing the indicator was dim; I reached up and turned off panel backlighting and verified the indicator became bright. The checklist was completed as usual. The chocks-in hand or wand signal had not been received before or while the checklist was being read. The First Officer and I looked towards the jet bridge and its operator at the controls through my side window and noticed apparent movement. The operator exited his control stand frantically waving his hands to get our attention and then signaled to set brakes. I then looked at the ground and noticed the aircraft was rolling backwards. At that time; I slowly applied toe brakes and brought the aircraft to a gentle stop; noticed the parking brake was disengaged; the release pin was loose; and carefully set the parking brake. After the aircraft was verified to be stationary and verifying the parking brake ON indicator was illuminated; I opened the Direct Vision window; made verbal contact with the jet bridge operator; who then advised me the aircraft rolled backwards too far and needed to be towed back into position. We established communication with the ground Crew Chief via headset and formulated a plan to move the aircraft forward. I switched the Fasten Seatbelts sign on; notified the flight attendants that passengers would need to take their seats; and advised the Crew Chief it was safe to tow the aircraft forward. The Parking Brake was set; toe brakes were held; and chocks-in was verified verbally via headset with the Crew Chief before conducting the shutdown checklist once again. Maintenance Control was contacted via phone advising them of the discrepancy; and the aircraft was placed out of service. A report was filled out and submitted. After speaking with the gate agent and ramp Crew Chief; no damage was sustained to ground equipment or the aircraft; and no personnel injuries were reported. Cause: Possible mechanical failure of the parking brake handle and/or release mechanism. Heads down during and after completing a checklist. Suggestions: The AOM was referenced and reviewed. My First Officer and I verified we were in compliance with AOM procedures. In the future; the ramp agents need to chock the aircraft immediately after the parking brake is set. Toe brakes should be held and the shutdown checklist should be delayed until the chocks-in signal has been received from ground personnel.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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