Narrative:

Every accident has a chain of events. Each chain can have several links. Fortunately; we broke the chain today in musc. My intent in writing this report is primarily to prevent a similar event from happening in the future where a ramp agent is injured or worse. While preparing to depart from musc; we noticed a large air carrier parked on the ramp between taxiway a and B. There was little space to maneuver as a result (link 1). I asked the agent if we would be pushed back by a tug and he said 'yes.' I gave my normal brief to the ramp agent (thought I was talking to the tug driver). The brief I received from the ramp agent was not the full brief I normally get in the USA. (Link 2). So; I asked the ramp agent for more information; but I never asked how many people were in the push.(link 3). The tug driver pushed the aircraft out onto runway 26 (without tower clearance from the pilots) into the 'line up and wait' position while we were starting both engines.(link 4). I set the parking brake while on the runway. I do not remember the ramp agent ever saying 'towbar has been disconnected and bypass pin is removed' which is my 'trigger' to say 'you are cleared off.'(link 5). Without a pilot to ramp agent communication; the tug disconnected. The tug had an enclosed cockpit (could not see how many people were inside the tug) and the wing walker departed the runway and returned to the ramp. After we acknowledged to each other that the pushback crew had departed; we did our after start flows; set flaps; did a control check; etc. While conducting our 'before taxi checklist; we heard a woman's voice on the headsets (link 6; the one that saved the ramp agent's life). I thought it was one of our flight attendants attempting to communicate with us. Who else could it be?we were seconds away from running the before takeoff checklist and advancing the thrust levers for our takeoff roll on runway 26. We immediately realized that there was a ramp agent standing on runway 26; in front of our number 2 engine; on a headset; connected to our exterior power access panel; communicating with us. Apparently she was waiting to hear 'you are cleared off.' I did not know she was there to say 'you are cleared off.' normally when the tug leaves; the tug driver (who has been talking with us) leaves too. Well the tug left a few minutes ago (with the person we thought was talking to us); and the tug was already parked. I had no idea that there was a ramp agent standing alongside my aircraft. If she had not said anything; or we had not heard her say something; I am convinced that we would have commenced our takeoff roll with no idea that she was still there. 1. We need to receive a more complete and accurate tug driver briefing. The pilots need to know; as a minimum; how many people are in the pushback (most important).2. The pilots need to know if there is someone walking alongside the aircraft talking to the captain (who is not the tug driver). Common? Another captain briefed me that this may be common in mexico; costa rica; etc. If so; pilots need to know.3. I recommend not pushing the aircraft onto an active runway.4. Use approved pushback crew terminology before disconnecting the tug and departing (i.e. 'Tug has been disconnected and bypass pin has been removed.') so that the captain has the 'trigger' to say 'you are cleared off' (everyone; including the ramp agent connected to the external power access panel with a headset.) 5. I normally make eye contact with the entire pushback crew; salute or wave; and hold up 2-3 fingers acknowledging the proper number of crew members; as they leave together (teamwork; looking out for one another). A pushback crew member should never be left alone as the rest of the crew leaves. In such a case where a person is left alone; no one 'has his/her back.'

Related reports:

Google
 

Original NASA ASRS Text

Title: Air carrier Captain reported a pushback incident onto the active runway that nearly resulted in the aircraft taking off with a Ramp Agent attached to the aircraft via headset.

Narrative: Every accident has a chain of events. Each chain can have several links. Fortunately; we broke the chain today in MUSC. My intent in writing this report is primarily to prevent a similar event from happening in the future where a Ramp Agent is injured or worse. While preparing to depart from MUSC; we noticed a large air carrier parked on the ramp between Taxiway A and B. There was little space to maneuver as a result (Link 1). I asked the Agent if we would be pushed back by a tug and he said 'yes.' I gave my normal brief to the Ramp Agent (thought I was talking to the Tug Driver). The brief I received from the Ramp Agent was not the full brief I normally get in the USA. (Link 2). So; I asked the Ramp Agent for more information; but I never asked how many people were in the push.(Link 3). The Tug Driver pushed the aircraft out onto Runway 26 (without Tower clearance from the Pilots) into the 'line up and wait' position while we were starting both engines.(Link 4). I set the parking brake while on the runway. I do not remember the Ramp Agent ever saying 'Towbar has been disconnected and bypass pin is removed' which is my 'TRIGGER' to say 'You are cleared off.'(Link 5). Without a Pilot to Ramp Agent communication; the tug disconnected. The tug had an enclosed cockpit (could not see how many people were inside the tug) and the Wing Walker departed the runway and returned to the ramp. After we acknowledged to each other that the Pushback Crew had departed; we did our after start flows; set flaps; did a control check; etc. While conducting our 'Before Taxi Checklist; we heard a woman's voice on the headsets (Link 6; the one that saved the Ramp Agent's life). I thought it was one of our Flight Attendants attempting to communicate with us. Who else could it be?We were seconds away from running the Before Takeoff Checklist and advancing the thrust levers for our takeoff roll on Runway 26. We immediately realized that there was a Ramp Agent standing on Runway 26; in front of our Number 2 engine; on a headset; connected to our Exterior Power Access Panel; communicating with us. Apparently she was waiting to hear 'You are cleared off.' I did not know she was there to say 'You are cleared off.' Normally when the tug leaves; the Tug Driver (who has been talking with us) leaves too. Well the tug left a few minutes ago (with the person we thought was talking to us); and the tug was already parked. I had NO idea that there was a Ramp Agent standing alongside my aircraft. If she had not said anything; OR we had not heard her say something; I am convinced that we would have commenced our takeoff roll with NO idea that she was still there. 1. We need to receive a more complete and accurate Tug Driver Briefing. The Pilots need to know; as a minimum; how many people are in the pushback (MOST important).2. The Pilots need to know if there is someone walking alongside the aircraft talking to the Captain (who is not the Tug Driver). Common? Another Captain briefed me that this may be common in Mexico; Costa Rica; etc. If so; pilots need to know.3. I recommend NOT pushing the aircraft onto an active runway.4. Use approved Pushback Crew terminology before disconnecting the tug and departing (i.e. 'Tug has been disconnected and bypass pin has been removed.') so that the Captain has the 'TRIGGER' to say 'You are cleared off' (EVERYONE; including the Ramp Agent connected to the External Power Access Panel with a headset.) 5. I normally make eye contact with the entire Pushback Crew; salute or wave; and hold up 2-3 fingers acknowledging the proper number of Crew Members; as they leave together (Teamwork; looking out for one another). A Pushback Crew member should never be left alone as the rest of the Crew leaves. In such a case where a person is left alone; no one 'has his/her back.'

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.