Narrative:

We were sitting at the gate. Main aircraft door had been closed; parking brake was still set. All checklists had been completed; and we were awaiting communication with the tug driver/ ground crew. As the captain saw a ramp agent take a seat in the tug; we felt a jolt of the aircraft; a momentary pause; and then a large jolt that shook the whole aircraft. We thought it was the tug tow bar being adjusted or hooked up differently.the captain saw the tug driver get up and run away; towards the tail of the aircraft. Upon his return; he knocked on the side of the aircraft and told the captain that we had actually been hit by another aircraft that was being pushed back from the gate next to ours. We then got out of the aircraft to inspect the situation. The wingtip of the other aircraft was pushed into the horizontal stabilizer of our aircraft; and thus sheared off the edge piece. The agent was notified; along with dispatch for coordination.it was explained to us that the tug driver of the other aircraft was a temporary worker from [a nearby] airport. He was told to push deep for an aircraft that was coming off the runway and scheduled for the gate that he had just pushed out of. After the incident; we asked other ramp agents where the wing walker was; because if there had been a wing walker on our aircraft side; I imagine this situation could have been avoided. They explained to the captain and me that only one wing walker is required; and they always stay on the runway side (first officer wing) of the aircraft. Although the ramp area is a tight space; it would seem to make more sense to require a wing walker on each wing; or at a minimum require the wing walker to be on the side that poses more of a risk. In this case; the captain side of the aircraft. We were also told by the agent that this same type of incident happened [before].

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Original NASA ASRS Text

Title: Air carrier aircraft parked at gate was hit by another aircraft being pushed back from gate.

Narrative: We were sitting at the gate. Main aircraft door had been closed; parking brake was still set. All checklists had been completed; and we were awaiting communication with the tug driver/ ground crew. As the Captain saw a ramp agent take a seat in the tug; we felt a jolt of the aircraft; a momentary pause; and then a large jolt that shook the whole aircraft. We thought it was the tug tow bar being adjusted or hooked up differently.The Captain saw the tug driver get up and run away; towards the tail of the aircraft. Upon his return; he knocked on the side of the aircraft and told the Captain that we had actually been hit by another aircraft that was being pushed back from the gate next to ours. We then got out of the aircraft to inspect the situation. The wingtip of the other aircraft was pushed into the horizontal stabilizer of our aircraft; and thus sheared off the edge piece. The agent was notified; along with Dispatch for coordination.It was explained to us that the tug driver of the other aircraft was a temporary worker from [a nearby] airport. He was told to push deep for an aircraft that was coming off the runway and scheduled for the gate that he had just pushed out of. After the incident; we asked other ramp agents where the wing walker was; because if there had been a wing walker on our aircraft side; I imagine this situation could have been avoided. They explained to the Captain and me that only one wing walker is required; and they always stay on the runway side (FO wing) of the aircraft. Although the ramp area is a tight space; it would seem to make more sense to require a wing walker on each wing; or at a minimum require the wing walker to be on the side that poses more of a risk. In this case; the Captain side of the aircraft. We were also told by the agent that this same type of incident happened [before].

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.