B757 flight crew reports being cleared for push back by ramp control; only to be countermanded by th...

Narrative:

I made as standard pushback clearance call and there was a slight delay; but then I received a clearance. I repeated the clearance back carefully; but immediately heard non-standard communication on freq that was confusing and could have been mistaken for bleed through or a switchology error. I then realized someone was questioning our pushback clearance on the ramp frequency; and then distinctly heard; 'don't push; don't push.' I relayed this to the cap't. To my recollection I again asked if we were cleared to push; and thought I heard another positive pushback clearance from the ramp controller. But again it was immediately followed by non-standard transmissions from another party and used words such as; 'what are you stupid?'; and also words that questioned the controller's qualifications such as; 'how can you be qualified to be a tower controller?'. These are not direct quotes; I just want to establish the tone in my report. I asked them 'who' they were and the response was 'maintenance delivery.' once I acquired a visual on the aircraft; and they were at the gate; we again requested clearance for pushback; which was granted. An uneventful pushback was accomplished. At no time were the brakes ever released prior to this because of the confusion of the situation. Also; the cap't asked his tug driver if the aircraft behind us was in sight earlier; and he stated that it was. Not entirely related to this incident; I believe the captain should always be the party getting the pb clearance directly. I realize there are safety issues involved with the tug driver; but in my opinion; these are not as significant as the importance of getting a correct clearance. At a minimum; the captain should at least monitor the receipt of the pb clearance directly from ATC. This avoids the long chain of controller; to first officer; to capt; to tug driver sequence for receipt of clearance.

Original NASA ASRS Text

Title: B757 Flight Crew reports being cleared for push back by Ramp Control; only to be countermanded by the maintenance taxi crew of the aircraft passing behind them. Non standard phraseology is used causing some confusion for the reporters.

Narrative: I made as standard pushback clearance call and there was a slight delay; but then I received a clearance. I repeated the clearance back carefully; but immediately heard non-standard communication on freq that was confusing and could have been mistaken for bleed through or a switchology error. I then realized someone was questioning our pushback clearance on the ramp frequency; and then distinctly heard; 'Don't Push; Don't Push.' I relayed this to the Cap't. To my recollection I again asked if we were cleared to push; and thought I heard another positive pushback clearance from the ramp controller. But again it was immediately followed by non-standard transmissions from another party and used words such as; 'What are you stupid?'; and also words that questioned the controller's qualifications such as; 'How can you be qualified to be a tower controller?'. These are not direct quotes; I just want to establish the tone in my report. I asked them 'who' they were and the response was 'Maintenance Delivery.' Once I acquired a visual on the aircraft; and they were at the gate; we again requested clearance for pushback; which was granted. An uneventful pushback was accomplished. At NO time were the brakes ever released prior to this because of the confusion of the situation. Also; the Cap't asked his tug driver if the aircraft behind us was in sight earlier; and he stated that it was. Not entirely related to this incident; I believe the Captain should ALWAYS be the party getting the PB clearance directly. I realize there are safety issues involved with the tug driver; but in my opinion; these are not as significant as the importance of getting a correct clearance. At a minimum; the Captain should at least MONITOR the receipt of the PB clearance directly from ATC. This avoids the long chain of controller; to F/O; to Capt; to tug driver sequence for receipt of clearance.

Data retrieved from NASA's ASRS site as of April 2012 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.

Attributes
ACN	971050
Time
Date	201109
Local Time Of Day	0601-1200
Place
Locale Reference	SFO.Airport
State Reference	CA
Environment
Flight Conditions	VMC
Aircraft 1
Make Model Name	B757-200
Operating Under FAR Part	Part 121
Flight Phase	Taxi
Flight Plan	IFR
Person 1
Function	First Officer Pilot Not Flying
Experience	Flight Crew Last 90 Days 240 Flight Crew Total 13100 Flight Crew Type 8300
Person 2
Function	Pilot Flying Captain
Qualification	Flight Crew Air Transport Pilot (ATP)
Experience	Flight Crew Last 90 Days 200 Flight Crew Total 15000 Flight Crew Type 6000
Events
Anomaly	Conflict Ground Conflict Less Severe Deviation - Procedural Other / Unknown Ground Event / Encounter Other / Unknown

B757 flight crew reports being cleared for push back by ramp control; only to be countermanded by the maintenance taxi crew of the aircraft passing behind them. Non standard phraseology is used causing some confusion for the reporters.