B737-700
Flight Crew Last 90 Days 235
Communication Breakdown; Other / Unknown; Situational Awareness
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Aircraft Aircraft Damaged; Flight Crew Became Reoriented; General Maintenance Action
Equipment / Tooling; Human Factors; Procedure
When preparing for pushback; the first headset did not work with the Tug Driver. A second headset was retrieved and connected. That headset proved to be intermittent and scratchy. (The jetway was now pulled back and I did not see the Agent in the jetway.) The Wing Walker started to give me hand signals whereupon I opened the cockpit window and asked for another headset. He responded that this is the second one. I was able to hear the Tug Driver and I believe she could hear me intermittently. I then told the Wing Walker; through the window; we would be starting both engines and we would use hand signals as a backup to the intermittent headset. I believed the headsets; or operator technique; were the problem; not the aircraft COMM system. Had I felt the aircraft system was the problem; I would have called Maintenance to investigate and defer if necessary.I made all the appropriate voice communication through the headset while using hand signals as a backup in the event all communications were lost between me and the Tug Driver. The Wing Walker and person I was giving hand signals to was positioned forward of the left wing outboard of the engine. I cannot recall specifically if the Wing Walker was as far out as the left wing tip at any time during the pushback. The aircraft was pushed straight back and; then essentially at the end of the push; the tug made a sharp turn that brought it into my view. The nose was then sharply swung to the right approximately 45 degrees to aid in our exit out the alley. By this time the Number 1 Engine start was nearly complete and I waved off the Tug Driver and Wingwalker; I observed the nose pin and headset cable being shown to me by a third ground person. I did not see a wireless bag so I assumed the second headset that was retrieved was a wired headset. The First Officer and I completed our post-start checklists; and with a centered tiller; my intent was to taxi forward a few feet before starting a right turn to exit the alley. I was aware that my engine exhaust was pointed toward the access road under the terminal. Immediately after I started moving the aircraft; the nose drifted noticeably left not straight as I thought it should and then perhaps after but a few feet of taxi the nose of the aircraft swung to the right quite abruptly. I immediately stopped the aircraft thinking something was wrong with the aircraft steering or perhaps I had run over something on the ground with my nose tires. The First Officer and I talked over some possible causes for what we felt and concluded it was an anomaly with the nose wheel steering/wheels/tires. I proceeded to taxi to the runway; while steering left and right to ensure nothing was going on with the aircraft nose wheel steering. I also looked up the alley after I left to determine if I had run over something. The alley was clear. When I arrived; I wanted to look over the aircraft while it was parked. I spent about 10 minutes looking at the nose strut; linkage; wheels; tires; etc. I then moved to the main struts and tires. While I knew both wings were clear; when I started to taxi; I checked both wingtips for damage. Both were clean. I did not check the elevator/rudder as it would never have occurred to me that I could have struck something that high. I then asked the Tug Driver to connect the wireless headset to the aircraft to test it; and I intended to write up the COMM system and defer if necessary. The wireless headset worked flawlessly. We then flew the aircraft on the next leg and during the turn; a Ramp Agent asked us to look at something on the elevator. The First Officer did and that is where the aircraft was grounded. After discussing this with the flight attendants; the B Flight Attendant did say that she heard a loud metal scraping sound when the aircraft shifted/shuttered during initial taxi. I expressed to her that I would like to know if/when she ever hears metal scraping sounds from outside the aircraft when we are taxiing especially if it is in conjunction with an unusual lurch/shutter/vibration. I believe the tug pushed the aircraft elevator into a stanchion supporting the terminal.
We got pushed off the gate after two headsets were used by the ground crew and we were unable to understand clearly; so hand signals were used. After the checklist and ready to taxi; we felt a little bump that seemed to be coming from the nose wheel section. The Captain checked everything and it seemed to be okay. We continued to destination. After landing; the Captain did a visual inspection of all gear and found nothing abnormal. We continued [on the next leg] and were informed by the ground crew that we needed to check the tail section. At that time; we found out that the tail was damaged during the pushback in question. Captain did the write up and Maintenance was informed.
B737-700 flight crew is informed by a ramp agent after gate arrival that the elevator appears damaged. The damage likely occurred two legs prior during either pushback or initial taxi when a bump is felt and an apparent nosewheel steering anomaly is detected. A careful inspection after the first leg did not detect the elevator damage.