AN MD80'S TUG TOWING IT TO DEICE WITH IDLING ENGS EXCEEDED THE NOSE GEAR TURN LIMIT; AFTER THE NOSE TIRES LOST TRACTION WITH THE ACFT BRAKES RELEASED.

Narrative

AFTER PUSHBACK THE TUG PULLED ACFT TO THE DEICING AREA AS THE STATION DOES NOT LIKE TO HAVE ACFT TAXIING IN THAT AREA IF POSSIBLE DUE TO PROX TO PARKING LOT AND GND EQUIP. THE DRIVER GOT THE TUG ABOUT 90 DEGS OFF TO THE SIDE AT WHICH POINT THE NOSE TIRES LOST TRACTION AND THE DRIVER FAILED TO ASK US TO STOP. NOSE LNDG GEAR WAS DAMAGED AS A RESULT OF THE TUG GOING BEYOND THE TOW LIMITS. WE HAD ELECTED TO START BOTH ENGS AS THE RAMP DID NOT LOOK SLIPPERY IN THE IMMEDIATE AREA OF THE GATE AND I DID NOT WANT TO HAVE TO ATTEMPT A CROSSBLEED START AFTER DEICING; AGAIN DUE TO THE POS OF THE DEICING AREA. I FELT IT BEST TO HAVE THE ENG HEAT ON BOTH ENGS AS THE SNOW HAD JUST STARTED. IF THE DRIVER HAD STATED 'BRAKES' AS IN OUR MANUAL I COULD HAVE STOPPED THE AIRPLANE BEFORE DAMAGE OCCURRED. THIS DID NOT HAPPEN. I RECOMMEND THAT IN THE FUTURE THIS CONTRACTOR; AND PERHAPS ALL PUSHBACK CREWS HAVE A MANDATORY BRIEFING WITH THE CAPT BEFORE PUSHING IF THEY FEEL THERE COULD BE SLIPPERY CONDITIONS SO THAT BOTH PARTIES KNOW WHAT WILL BE SAID IF TRACTION BECOMES AN ISSUE. IT IS NOT ALWAYS POSSIBLE FOR THE FLT CREW TO SEE WHAT CONDITIONS ARE OUTSIDE THE IMMEDIATE GATE AREA AND IN THIS CASE THE PULLING TO THE DEICED BAY COVERS A LOT OF GND.