Narrative:

We had just finished the before start check; and I selected the ramp channel on the audio control panel to talk to the ground crew. As soon as I selected the ramp channel; a painfully loud feedback noise began playing through my headset. I turned down the ramp audio; and then tried to tell the ramp to get another headset; as this one was non-functional. I was under the impression the ramp personnel were adjusting the headset. As soon as the feedback cleared; I notified the ramp and asked if we were set to push. All seemed normal when I told the tug driver we were cleared to push. After we had completed about half the push; I noticed the left wing walker was closer to me than the wingtip; which I thought was odd. I only realized what was going on when the airplane stopped and the ramp agent who had been in my sight line started giving he hand signals. I tried to raise the tug driver with no success. I made signals to the ramp agent to initiate headset communication. The ramp agents responded by disconnecting the towbar; giving me the all clear signal and walking away; leaving the aircraft without confirming that the parking brake was set (it was not since I was still trying to establish headset communication; or that they were in fact clear to disconnect.this was unsafe for a number of reasons:1. Company policy regarding a face to face briefing if a headset inop push is required to occur. The ramp initiated a push without me even being aware that they had disconnected the headset; therefore; no such briefing took place.2. They disconnected without any confirmation from the flight deck that it was ok to do so. Initially when they disconnected the towbar; the brakes were not set on the aircraft; allowing it to potentially roll without warning. 3. There was absolutely no effort made by slc ops to find another headset or address the issue. It is impossible to follow company procedure and sops when you are unaware that there is a problem.ops needs to be more aware of what is required when a headset is inoperative; and that communication with the flight deck is critical. This situation with a differently sloped ramp or high wind could have very easily resulted in severe aircraft damage and even more seriously; injury to company personnel.

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Original NASA ASRS Text

Title: Captain reported improper communication procedures by the pushback ground crew after experiencing a tug driver headset malfunction.

Narrative: We had just finished the before start check; and I selected the Ramp channel on the Audio Control Panel to talk to the ground crew. As soon as I selected the Ramp channel; a painfully loud feedback noise began playing through my headset. I turned down the Ramp Audio; and then tried to tell the ramp to get another headset; as this one was non-functional. I was under the impression the Ramp Personnel were adjusting the headset. As soon as the feedback cleared; I notified the ramp and asked if we were set to push. All seemed normal when I told the tug driver we were cleared to push. After we had completed about half the push; I noticed the left wing walker was closer to me than the wingtip; which I thought was odd. I only realized what was going on when the airplane stopped and the ramp agent who had been in my sight line started giving he hand signals. I tried to raise the tug driver with no success. I made signals to the Ramp Agent to initiate headset communication. The ramp agents responded by disconnecting the towbar; giving me the all clear signal and walking away; leaving the aircraft without confirming that the parking brake was set (it was not since I was still trying to establish headset communication; or that they were in fact clear to disconnect.This was unsafe for a number of reasons:1. Company policy regarding a face to face briefing if a headset inop push is required to occur. The ramp initiated a push without me even being aware that they had disconnected the headset; therefore; no such briefing took place.2. They disconnected without any confirmation from the Flight Deck that it was OK to do so. Initially when they disconnected the towbar; the brakes were not set on the aircraft; allowing it to potentially roll without warning. 3. There was absolutely no effort made by SLC ops to find another headset or address the issue. It is impossible to follow company procedure and SOPs when you are unaware that there is a problem.Ops needs to be more aware of what is required when a headset is inoperative; and that communication with the flight deck is critical. This situation with a differently sloped ramp or high wind could have very easily resulted in severe aircraft damage and even more seriously; injury to company personnel.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.