Medium Transport
Flight Crew Air Transport Pilot (ATP)
Training / Qualification; Time Pressure
Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Became Reoriented
Company Policy; Human Factors
We were at the gate and had an external air cart ready to start our engines at the gate. Approximately 15 minutes prior to departure the supervising ramp agent; asked our gate agent if we were ready to start engine #2. We were not ready and relayed the information to him. He hooked into the intercom a few minutes later and asked us again; but we were not ready. The gate agent told us the ramp supervisor was worried about getting an on time departure and we felt rushed. We did get an on time departure and after starting the engines with the external air cart the ramp supervisor asked if the nose wheel steering was disengaged and the parking brake was released. He said the chocks had been removed. The Captain and I looked at each other puzzled and looked at the tug sitting 15 feet in front of the airplane. The Captain left the parking brake 'parked' and informed the supervisor saying; 'Isn't the tug supposed to be attached to the airplane before I release the parking brake? The tug is fifteen feet in front of us.' At this point there was some mumbling through the intercom and the tug was pulled up to the airplane into the proper position. The proper procedure and callouts were made by the ground crew after the tug was into the proper position. I was concerned that if the Captain had released the parking brake at the time the supervisor asked him to with no chocks in place and both engines at idle that we could have ran the aircraft into the jet bridge unless we reached up and applied the toe brakes in time to stop the aircraft. The Supervisor was trying to rush us to get an out time and did not have the tug in position when he told the Captain to release the parking brake while both engines were running at idle. Ensure the Supervisors have the proper training in the ramp and that they think carefully before removing the chocks; especially when there is no tug in place and the aircraft is running prior to pushback.
We were preparing to depart and the ramp supervisor seemed in a rush and agitated for me to release the parking brake. We had both engines running from needing an external air start when he asked for the parking brake release. I then asked him if he was all secure and ready for the parking brake to be released and he told me yes. I then told him that the push back tug was 20-30 feet in front of the aircraft and that I would not release the parking brake because it did not appear that he was ready. I also noted that the wheel chocks were in my view and not on the aircraft wheels. After some shuffling around he prompted the other ramp agents to move the tug in to position. It seemed as if he was trying to rush and not taking in to consideration the condition of the aircraft or the position of the ground equipment in relation to the aircraft. Once all the equipment was in place and ready; I spoke with the regular ramp agents and proceeded with the push back according to procedures. I believe the supervisor was in a hurry to get us to block out and was not focused on the safety aspect of the operation. The ramp supervisor should be properly trained on ramp operations if he will be on the ramp supervising.
Regional Jet crew reported being rushed to pushback by the ramp supervisor. Crew also reported that the supervisor had not connected the tug before requesting that the aircraft brakes be released.