Date: 201812
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Icing
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B ZZZ
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object
Detector: Person Ground Personnel; Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While parking at gate; Aircraft X; utilizing the [ground guidance system] continued taxiing forward beyond the STOP command given by the [guidance system]; approximately 6-8 feet. The right wingtip of the aircraft made contact with the hydrant fueling system located at [the] gate. During this sequence of events; a ramp agent present at the gate signaled 'STOP' and the First Officer also yelled 'STOP!' and attempted to utilize the aircraft brakes to stop the aircraft from continuing forward. By the time all of this occurred the aircraft had come to a complete stop. The ramp crew connected a tow bar; and pushed the aircraft back to its normal parking spot at [the] gate. I do not believe that excess speed was a factor; there were no 'SLOW DOWN' commands given by the [guidance system]. The ramp/parking area was also slick with de-icing fluid from previous departures. Upon post-flight inspection; a minor scratch was discovered on the underside of the right wingtip of the aircraft. No damage was apparent to the hydrant fueling system. The scratch was noted in the aircraft flight log and maintenance and dispatch were notified.


Second narrative: I had finished a ready reserve sequence for the month on a schedule of [early morning to early afternoon] for most days. This was the schedule I had having commuted in the night prior. The following day I started a 3 day trip with an XA:55 am show time scheduled for XD:49 duty. The weather in [the destination] during that period created significant delays and we had our duty extended to XG:34; landing at our destination airport [late in the morning; local time]. It should be noted that the weather required conducting full approaches near minimums on each leg of the day. Our rest was shortened by 3 hours but we still received [an afternoon] RON (Routine Overnight Check). The following day was again a late start that had us fly the reverse of the early morning schedule I was on two days prior. On the second leg the airplane was reduced for mechanical reasons to operating on a single pack which reduced our flight altitude subjecting us to long periods of moderate turbulence throughout the flight. Day 3 required operating an aircraft with the APU/ LCV (Load Control Valve) MELd adding to the operational considerations with the requirement of an air start as well as the addition of unpressurized procedures during takeoff and landing in icing conditions. In ZZZ we were scheduled to keep the aircraft to ZZZ1 but were informed by dispatch within 10 minutes of door closing that ZZZ1 was unable to accept a non APU airplane. We kept the passengers on board for approximately half an hour as dispatch worked on the problem; I then called requesting to deplane. At that time I was informed that they found another aircraft for us and at what gate we could meet that plane. I informed the passengers and we proceeded to deplane; gather our belongings and make our way to the new departure gate. I printed out the new paperwork and discovered on examining the list of MELs that the new plane was without an operational APU as well. I called dispatch and we conferred on the issue. They were able to locate a new plane. I proceeded to the previously assigned gate to inform the crew and gate agent of the situation; at that time I received another call from dispatch with a different plane and gate. The airplane we finally did get for the ZZZ-ZZZ1 turn had an inop ACARS system which again added to the workload. Once the new plane was boarded; loaded and ready for departure we pushed back and de-iced the aircraft which took about 40 minutes at the gate. We finally got airborne 1 hour and 50 minutes after our originally scheduled departure time. Our initial schedule had over a 2 hour sit in ZZZ1 which I had planned to eat during that time; however the delay eliminated the break and I was so busy dealing with the airplane issues I simply forgot to eat in ZZZ. The turn in ZZZ1 was short and the after de-icing we departed and performed the ILS 10C full approach to landing in ZZZ. At that time operations informed us our gate was occupied due to delays caused by aircraft deicing. We were routed to the penalty box to wait. Because the ACARS system was not operative and even though we called them on the ground; operations forgot we were there and left us for approximately 45 minutes. After checking we were finally given a new gate and received taxi clearance to proceed via taxiway B. We entered the Z alley on the east lane and doubled back to our gate. After a fuel truck that was blocking the line moved; I made a 180 degree turn; intercepted and followed the lead in line utilizing the visual cues provided by the guidance system. While slowly rolling into parking position on the line the airplane lost momentum and I eased the thrust lever forward to regain some forward movement. I was focused on the parking signal but when the sign flashed 'stop' I didn't hit the brake with enough force to fully stop the airplane and we rolled approximately 4 to 5 feet passed the parking marker. As a result the right wingtip made contact with the ground fueling equipment causing a minor scratch in the paint. The nature of the operation often requires flexibility in every aspect. The multitude of variables on any given day dictate real time decision making; coordination and the ability to modify existing plans to suit altering conditions. When additional factors like mechanical irregularities and weather contribute to an already high stress environment there is added potential for error. A high degree of focus is necessary to cope with these measures which can be highly strenuous when subjected to for long periods of time. Receiving adequate rest and nutrition is paramount for operating under these conditions. I believe that a major contributing factor to my fatigue was the sudden and dramatic change in schedule. Each day I found myself functioning at the highest stress levels during times that in the preceding month; and only a couple days earlier; I was winding down and even sound asleep. I didn't consider eating even though my body required nutrients and fuel because it was shutting down to rest.


Synopsis: CRJ200 flight crew reported overshooting the parking mark at the gate resulting in the wingtip striking ground equipment.