A320
Flight Crew Air Transport Pilot (ATP)
Situational Awareness
Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Took Evasive Action
Human Factors; Company Policy; Procedure
During our pushback after receiving our push clearance; another aircraft started pushing off [a nearby gate] when we were abeam their gate in the alley. We had a wing walker on that side and they did not have a wing walker. Once I realized they were pushing towards us I told our tug driver to stop the push and had my first officer query ramp control. Our tug driver was surprised they were pushing and told me it was close. He said they did not have a headset to talk to crew for that aircraft and that their ground crew were supposedly waiting for our tug driver's headset after our pushback. Upon query with ramp control; the controller told us we can both push with reference to pushing aircraft; we never heard that aircraft call for pushback nor were we advised of them or anyone else in the alley pushing back. I want to emphasize that both aircraft involved were winglet equipped aircraft and that the other aircraft did not have a wing walker on our side while also supposedly pushing without a headset. If it is true that we can push into alley off both gates simultaneously; I would like to see a caution in our [airport] pages as a reference. I was told by my ground crew after our pushback that we maybe had 20 feet clearance between wingtips and that was only because we stopped. I am glad tug driver responded quickly to my request to stop pushback and I can't imagine what would have happened if we did not have headset communication with our tug driver.Working headsets for tug drivers; and if no headset; need all wing walkers present and reference other aircraft already pushing prior to push to be conservative.
We had clearance to push and were in communication with our tug driver. A few seconds in to our push; the driver asked us if it was ok to push short so that [the aircraft to our right] could also push. This caused me to look to my right; where I saw the A320 already pushing back. Our right wingtip was behind their left wingtip and their wingtip was moving towards ours. I pointed out the danger of collision to the Captain and he told the tug driver to stop the aircraft. At the point at which we stopped; I estimate our wing tips were about 15 feet apart. I did notice that a wing walker on our right wing was displaying a stop sign with his wands. I don't know if he was signaling our driver or the other driver. I also don't know if they had a wing walker on the left side of their jet. As the other aircraft passed us; the Captain waved to me out the window. I contacted ramp to inform her that we had stopped; and double checked to make sure we had been cleared to push (we were). She went on to tell me; without my having asked; that these gates are authorized to push simultaneously as long as one references the other. We were not told to reference [the other aircraft] in our push clearance. Additionally; we found out after the other aircraft was gone; that they had no headset and were using hand signals. I would discourage any crews from doing a pushback without headsets. It seems like the majority of the time; a face to face meeting isn't performed; because the ramp never tells us they don't have a headset until after the door is closed and the jet bridge pulled away. It seems too convenient to be a coincidence. I have had had more problems with hand signal push backs in the last 6 months than in the rest of my airline career. The normalization of deviation from SOP very nearly caused a collision yesterday. I have to imagine that had a collision occurred; that the amount of money it would've taken to rebook passengers and repair the aircraft would far exceed the amount it would cost to make sure that ground equipment is present and operational.
A320 Flight Crew reported a near collision with an aircraft pushing back from the adjacent gate without their knowledge.