2010-12 · NASA ASRS report 925452
An EMB175 parked in a deice pad was struck by a taxiing A319's wingtip causing damage to the EMB175's horizontal stabilizer. No marshalers were available and aircraft specific parkings spots were not marked.
We pushed back normally and proceeded to de-ice our aircraft at the de-icing pad. We received clearance to taxi to the de-ice pad by ATC and we proceeded to park in one of the available spots on the pad. Please take note that there were no marshalers on the de-ice pad. Once parked I confirmed with the Captain that the aircraft was configured and ready for de-ice and Captain confirmed we were ready to de-ice. I contacted the de-ice truck and said 'Aircraft is configured for de-ice wings; tail and fuselage; left engine running APU off and parking break is set.' At this point they proceed to de-ice normally and about 2 minutes after they began myself and the Captain felt the airplane shake from left to right. I asked the Captain if he felt that and he said yes and suggested it may have been de-ice fluid that entered the engine. I was not convinced and called the ice truck and asked them to check the airplane to see if we were hit by something. While we waited I asked the Flight Attendant if they felt anything and they also affirmed that they DID feel the aircraft shake. About 3 minutes after we noticed the abnormality; the other air carrier crew got on the radio and realized that they did in fact hit our aircraft and told the de-ice truck we were hit and they had damage to their left wing and that our tail was damaged. Once we had this information the de-ice truck called us and confirmed the aircraft tail was damaged and was missing static wicks. Captain called company at this point and I coordinated with Operations and ATC to return to the gate. Once we arrived at the gate we deplaned the passengers and canceled the flight. This was something that was completely out of our control. As a crew the Captain and I operated according to company SOP. This accident was a result of a miscalculation on the aircraft that hit us.
While taxiing into the de-ice pad our aircraft was taxied behind an E175 to a vacated position at the east end of the pad. There appeared to be adequate distance to transition behind the E175. There was a de-icing truck parked on the right [southern] portion of the pad; putting it off the right wing-tip. As we approached the truck it started to move away. The Captain favored the left side due to the truck. After passing the E175 we heard the crew query the de-ice crew if they sprayed into the engines because their aircraft just shook. Shortly thereafter the Flight Attendants started calling the cockpit letting us know some passengers saw us hit the E175. I advised the de-ice crew and E175 crew not to let their aircraft taxi out for takeoff due to the contact. We taxied back to the gate and made all the required calls. We were drug/alcohol tested at an off airport facility. When we returned we met with the FAA to explain the event. Then we deadheaded back to our base and met with the Chief Pilot. The deicing at this airport is done by a contractor. There was no guidance as to where to park or when to stop due to lack of marshalers. The de-ice pad had one aircraft just sitting there from an RON and all the aircraft seemed to be stopped at different places [no reference for the nosewheel] and no lines to follow. As the years have progressed the de-ice procedures at our air carrier's cities have become very organized with or without cont actors. I did not feel this was true at this airport. Marshalers should always be required even if it's the crew in the truck. Designated stop points for all aircraft should be marked on the ground at points to allow aircraft to transition behind other aircraft to access spaces that become available.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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