Air carrier pilot reported momentary loss of aircraft control during pushback.
Synopsis
Air carrier pilot reported momentary loss of aircraft control during pushback.
Narrative
After pushing from gate X and starting both engines; another aircraft was given clearance to push from an adjacent gate; thereby blocking us from calling for taxi. Before I dismissed the tug driver; we asked ramp if we could have the crew push us back far enough to exit spot X instead of waiting to taxi out spot Y. Ramp gave approval. The parking brake had already been set and the tug driver may have mentioned that the tow bar had been removed. I relayed the approval to the tug driver that when they were ready they could push us back further so we could exit. Thinking the push crew had the tow bar reattached; I released the parking brake to avoid the crew from continuing the push with the parking brake set; thereby possibly damaging the nose gear. As soon as I released the parking brake the aircraft started moving forward. The tug driver quickly said to set the brakes because the tow bar was not yet attached as I was simultaneously applying the brakes to stop the movement. He informed me that the nose wheel had rolled onto the tow bar handle. I set the parking brake and asked if everything was okay and if there was any damage that he could see. He said it did not look like the nose gear was damaged. Possibly the tow bar handle. I informed him that I would need to call Maintenance out to inspect the nose gear. The tug driver acknowledged and agreed. Maintenance was called and ramp was informed about the situation. Maintenance came out and inspected the nose gear and said it checked out fine. No damage. I had already entered the item as a write-up in the logbook. Both Maintenance crew and push crew left. I accepted the aircraft for a second time and we taxied out for a normal takeoff and flight to ZZZ1 and return flight to ZZZ. Cause: My assumption that a particular act had been performed when in fact it had not.Suggestions: During an interruption of the normal flow of events is the time to be extra cautious.
Second reporter narrative
Pushed back from Gate X tail-north. The push terminated with the aircraft abeam gate Z with the tail pointed north. There was an additional aircraft pushing from a gate further south; also oriented tail-north. In our present location we were stuck in the alley; and the opportunity to turn right to exit out spot X did not exist if the aircraft in front of us was delayed for any reason. Because of this; the Captain and I discussed requesting from ramp if we could push back any further to give ourselves the option of a right turn out; in addition to the exit from spot Y. Ramp did not have any traffic/objections and approved the request to push deeper/further north. While I gained the approval on Comm 2; the Captain relayed the plan to the ground crew. Due to the simultaneous comms and the loud ambient noise on the ground radio; I was unable to clearly hear the conversation with the Captain and ground crew. There was a miscommunication with regard to whether the tow bar was still attached and whether or not to 'set brake.' It was our understanding that the tow bar was attached and ground crew was ready to release the brakes. In reality; the tow bar was not attached and when the brake was released; the aircraft moved slightly and the ground crew immediately called to set the brake. The brake was then set and some part of the front landing gear contacted the tow bar. Maintenance was notified and arrived to inspect. They reported that there was no damage to neither the front gear nor the tow bar.The communication factors of the inherent loud ambient noises with the ground crew made clear instructions difficult for me to hear. Additionally; I was still listening/communicating with Ramp Tower which was another distraction. The change/additional instructions for the push with the ground crew introduced a point of friction; and an extra second to ensure clear communication could provide a barrier to misunderstanding.Suggestions: Adjusting radio volume to where Ramp Tower and ground crew could both be heard clearly. Not releasing brake until clear state/status is understood by both the flight crew and the ground crew.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.