Flight crew reported they observed the aircraft at the gate next to them being pushed towards them. The flight crew flashed their landing lights and opened the window to signal the push crew of the potential collision and they stopped '...within inches of impacting.'
Synopsis
Flight crew reported they observed the aircraft at the gate next to them being pushed towards them. The flight crew flashed their landing lights and opened the window to signal the push crew of the potential collision and they stopped '...within inches of impacting.'
Narrative
Pushed clearance to spot 7 received from our gate. Our push crew had disconnected and saluted; then during our engine startup procedure another gate began a push to spot 6 aircraft E-175. Their push crew was completely unaware of the closing rate and dangerous vicinity to our aircraft. When they came within 10 ft. of our nose cone I began flashing landing lights and opened Captain sliding windows to give the stop signal to the wing-walker their Aircraft left. Push Crew on E-175 continued to push for an additional 9 ft. or so to the point in which the tail of the E-175 was within inches of impacting the A321. I had Maintenance complete an inspection of the nose cone and associated area of expected impact. Received a verbal from Maintenance personnel that our aircraft did not receive damage; then we proceeded to ZZZ1.Wing Walkers didn't take note of the close proximity of our aircraft and didn't communicate to the tug driver of such dangers. Furthermore; Ramp personnel conducting the push hesitated in halting their own push procedures when crew members from aircraft behind their aircraft were directing them to stop. Ultimately; they did stop the push just in time; narrowly avoiding aircraft damage to both aircraft. Suggest ensuring the wing walkers include the aircraft tail in their security scan; then communicating to the tug driver risks to possible aircraft damage. If aircraft are to be pushed so close to other aircraft to amend policy that an additional wing walker be near the tail to signal to wing walkers.
Second reporter narrative
It took at least five minutes to get through on ZZZ Ground Control to get a push back clearance. We eventually were cleared to push back from our gate to spot 6 and during the push it was changed to spot 7. After disconnect and our ground crew cleared the area; we observed an E-175 commencing push back from another gate right in front of us. We assumed that they would push at a 45 degree angle; because there was no room for them otherwise. We then observed them to push right towards us. We saw the wingwalker on the left side of the E-175 eventually look at us; but didn't cause any reaction; despite the Captain already flashing the taxi light. As they came closer to us the Captain opened the window to lean out and motion to the push crew to STOP and I was flashing landing and taxi lights to get their attention. The E-175's tail cone came within less than a foot of our radome! We thought that they would hit us. At the last moment they saw what was going on and reversed the push.Total inattention to the environment on the ramp by the crew that pushed the E-175 in bright daylight. Completely incomprehensible. Adding to the dicey situation on the ramp in ZZZ is the fact that Ground Control does like everything. Push clearances; taxi; flight plan changes; EDCTs; flow times and so on. It is impossible in ZZZ during busy times to even make a radio call on Ground frequency. You cannot ever get through to get a clarification or anything. In my opinion that is an unsafe situation; there should be a separate ramp/metering frequency to declutter what is going on on Ground frequency. Suggest better training of ramp crews.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.