Narrative:

Received pushback clearance from gate from clearance delivery as per procedure at ZZZ1. We completed pushback and the tug was removed from the aircraft. The left engine was running along with the APU. We obtained taxi clearance from clearance delivery. During the instructions; we flight a jolt as the aircraft was still stationary. The guide man immediately gave the hand signal to hold. Simultaneously; the flight attendants called from the back and informed us that we had been hit by something and smoke was filling the aft portion of the cabin. We opened the cockpit door; confirmed the presence of smoke; and immediately turned off the APU; which stopped the smoke almost right away. The right system hydraulics were turned off by the first officer because of the total loss of hydraulic fluid in that system. The captain taxied the airplane to the gate while the first officer called operations to request the jetbridge and informed them that we planned to evacuate/evacuation the passenger through the forward entry door. The evacuate/evacuation was orderly with no problems. We would like to stress that the airplane was absolutely motionless when we were hit by the air carrier Y airplane. It was apparent from this incident that the ATC coordination is highly inadequate. In our past experience; it is quite common to receive 6 or 7 frequency changes during taxi. Gate X is at a critical location for taxiway incursion to areas being governed by 2 different frequencys that we do not monitor.

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Original NASA ASRS Text

Title: DURING PUSHBACK AT ZZZ; MD80 WAS STRUCK BY ANOTHER ACR ACFT CAUSING CABIN SMOKE AND HYD SYS LOSS. ACFT RETURN TO GATE AND EVACED VIA THE JETWAY.

Narrative: RECEIVED PUSHBACK CLRNC FROM GATE FROM CLRNC DELIVERY AS PER PROC AT ZZZ1. WE COMPLETED PUSHBACK AND THE TUG WAS REMOVED FROM THE ACFT. THE L ENG WAS RUNNING ALONG WITH THE APU. WE OBTAINED TAXI CLRNC FROM CLRNC DELIVERY. DURING THE INSTRUCTIONS; WE FLT A JOLT AS THE ACFT WAS STILL STATIONARY. THE GUIDE MAN IMMEDIATELY GAVE THE HAND SIGNAL TO HOLD. SIMULTANEOUSLY; THE FLT ATTENDANTS CALLED FROM THE BACK AND INFORMED US THAT WE HAD BEEN HIT BY SOMETHING AND SMOKE WAS FILLING THE AFT PORTION OF THE CABIN. WE OPENED THE COCKPIT DOOR; CONFIRMED THE PRESENCE OF SMOKE; AND IMMEDIATELY TURNED OFF THE APU; WHICH STOPPED THE SMOKE ALMOST RIGHT AWAY. THE R SYS HYDS WERE TURNED OFF BY THE FO BECAUSE OF THE TOTAL LOSS OF HYD FLUID IN THAT SYS. THE CAPT TAXIED THE AIRPLANE TO THE GATE WHILE THE FO CALLED OPS TO REQUEST THE JETBRIDGE AND INFORMED THEM THAT WE PLANNED TO EVAC THE PAX THROUGH THE FORWARD ENTRY DOOR. THE EVAC WAS ORDERLY WITH NO PROBS. WE WOULD LIKE TO STRESS THAT THE AIRPLANE WAS ABSOLUTELY MOTIONLESS WHEN WE WERE HIT BY THE ACR Y AIRPLANE. IT WAS APPARENT FROM THIS INCIDENT THAT THE ATC COORD IS HIGHLY INADEQUATE. IN OUR PAST EXPERIENCE; IT IS QUITE COMMON TO RECEIVE 6 OR 7 FREQ CHANGES DURING TAXI. GATE X IS AT A CRITICAL LOCATION FOR TXWY INCURSION TO AREAS BEING GOVERNED BY 2 DIFFERENT FREQS THAT WE DO NOT MONITOR.

Data retrieved from NASA's ASRS site as of January 2009 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.