Air carrier flight crew reported loss of communication with ground personnel due to equipment failure.
Synopsis
Air carrier flight crew reported loss of communication with ground personnel due to equipment failure.
Narrative
After silent push was used; Ramp cleared us to push from Gate XX to Spot XX. I relayed the push instructions to the CA (Captain) who then instructed the Tug Driver to push us to Spot XX. During the push process; unknown to the CA and I; the Tug Driver's wireless headset stopped working. Simultaneously; as we were pushing; Ramp revised our push clearance to just push tail west. I again relayed the information to the CA who attempted to talk with the Tug Driver. Due to the lost comm with the Tug Driver; the CA was unable to instruct the Tug Driver of the revised push clearance. The CA flashed the taxi light to get the Tug Driver's attention. It was dark so the taxi light was extremely intense on the Tug Driver's eyes. The Tug Driver braked hard and to the best of our knowledge; the tow bar become unattached and possibly broke. Maintenance was called out to inspect the aircraft nose landing gear. The Tug Driver re-established communication with his headset. He was a bit upset with the CA's decision to flash the taxi light. The Tug Driver; however; stated that he was aware of the lost comm; but was going to re-establish communication 'after' he had pushed us to Spot XX. The CA informed him that was precisely the problem because our clearance had changed. Maintenance inspected the aircraft; and cleared the aircraft back into service; and we proceeded uneventfully to ZZZ.
Second reporter narrative
We received a push clearance from Gate XX to disconnect at Spot XX. That would require a pushback followed by a pull forward to the spot. I established contact with the push crew via interphone and gave them the 'Brakes released; Cleared to push; Spot XX' as per normal SOP. Almost immediately after commencing push back; Ramp called with different pushback instructions 'Push straight back; tail west'. When the FO (First Officer) relayed those instructions to me; I attempted to make contact with the push crew by saying 'Flight Deck; Ground' in order to relay the revised instructions. There was no response. After calling them at least 5 times; the FO offered to try which I agreed to; in case my headset had failed. He called them and there was still no response and we were continuing to be pushed.I tried getting the attention of the wingwalker but he was; as expected; not looking in my direction but at the wingtip and back of the aircraft as we pushed. I pushed the Mech Call button twice to try and get the attention of the Tug Driver. Still no joy. Finally I quickly flashed the taxi light to try and get his attention. The push continued at which point I again quickly flashed the taxi light. At this point the driver abruptly stopped the push and came back on the headset yelling at me for using the light. I told him that we had received a change in push back instructions and I had been calling him multiple times to which he replied he had heard me calling and was going to respond after finishing the push.He had me set the brake and then told me that the tow-bar had popped off and we needed to get Maintenance to inspect. I called Maintenance and sent in the MRM (Maintenance Reporting Manual) about the tow-bar.Maintenance came out and told me to release the parking brake and turn the nosewheel full left; full right and back to center to ensure steering was working and that there was no damage. When I released the brake the aircraft started to move and I immediately applied toe brakes and reset the parking brake. Maintenance cleared me to again to try the steering and we put the yellow pump on which ran the PTU (Power Transfer Unit); forgetting that we had to have at least one engine running for NWS (Nose Wheel Steering) to work. Maintenance cleared me to start left engine which we did and we then performed the steering check (this time leaving the parking brake set). The Mechanic said all looked ok and he would sign it off and send the new Maintenance Release. Maintenance did ask if we needed to push further as if so we would need a new tow-bar. We were able to make the turn form that position and that was acceptable to ramp. After all equipment was clear and getting the salute; we taxied out and after receipt of the Maintenance Release; we took off without further incident.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.