B767 Undifferentiated or Other Model
Communication Breakdown
Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Became Reoriented
Human Factors
The aircraft was pushed back from gate and the communication between myself and the tug driver was normal until we were abeam the last gate; to include clearance to start both engines. At this point the push back became dangerous and hazardous. The aircraft seemed to stop at this point; although I detected some movement. I queried the driver on Flight Intercom if he wanted the brakes set. There was no response. I tried again still no response. The aircraft seemed to be moving still and there was noise as if the tug driver was off his equipment trying to release the pin. There were only 2 people during the push that I observed. At this time I had no comm and concerned that the tug was being disconnected with no signal to set brakes verbally or via hand signals. I flashed the landing light; per SOP; to get the tug operators attention with 3 separate attempts. All the while; the operator was frantically working on releasing the tug pin. On the 4th time I flashed the taxi light; and seeing that he couldn't release the pin due to the pressure on the bar from both engines running; he must have motioned to the wing walker to give me the set brake signal per SOP. At this point I set the brakes. This individual needs to be retrained at the very least on comm out procedures during push back. Also; I believe a 3 person push at night is safer. Lastly; returning an FAA licensed mechanic to oversee and handle the push has always been the safest alternative in my career with this company.
B767 Captain reports that after pushback and tow to the top of the alley with both engines running; the tug driver dismounts and attempts to disconnect the tow bar without telling the Captain to set the parking brake. Eventually the set brake signal is received from the wing walker and the towbar is successfully disconnected.