Narrative:

In a 737; clearance from ramp control was to push straight back; and release on south line abeam gate. Relayed same to tug operator. During pushback; the speed seemed somewhat fast; but everything was normal for about 40 feet (?) until ramp control asked us to stop our pushback; which we did; with the nose about 3 feet right of centerline. We felt nothing; but radio conversation revealed that some sort of contact had taken place between our right winglet and the left winglet of an airbus 319 on the gate [next to us] that was also in the process of simultaneously pushing back. At this point; airbus wingtip was noted forward of our wingline; and extremely close. There seemed to have been a shoulder-to-shoulder type contact between aircraft winglets; after which our wing slid to the rear; behind the airbus wing. Maintenance was notified; and after some time; both aircraft were pulled back to their gates. Neither tug was disconnected at any point; since this occurred very early in the pushback of both. Our aircraft was subsequently taken out of service. Later; after a quick call to the airbus ca; it was relayed that their tug operator had delayed their push unusually long; after receiving clearance to push. Our tug operator was then cleared to push; and did so somewhat aggressively. I made a comment to the first officer about the quicker than usual pushback speed. Both gates run-in lines appear to converge in the shape of a capital letter V. This seems due to a roughly 150 degree corner angle in the terminal between the gates. Evidently; ramp control thought that they had pushed sufficiently rearward so that we could then push; but they had not made enough progress; and our tug operator quickly caught up to them. Our view of the incident was difficult; due to the rising sun in the east; and the general lack of ability to see the wingtips. This event happened so fast; we were not in much of a position to safely control the outcome. I suggest the following: 1) ask ramp control to make pushback from these two gates mutually exclusive. 2) add a note to company jeppesen pages regarding these two gates; regarding the potential for conflict; to raise awareness.3) add awareness for ramp personnel on these particular gates using signs. As pilots; we were not focused on our wing walkers; but it may be helpful to do so in the future; if they are visible.

Google
 

Original NASA ASRS Text

Title: The flight crews of a B737 and an A320 series aircraft reported their winglets made contact as both aircraft were pushed back from adjacent jetways. Normal ramp tower conflict advisory instructions had not been issued and the ground crew actions are not known.

Narrative: In a 737; clearance from ramp control was to push straight back; and release on south line abeam gate. Relayed same to tug operator. During pushback; the speed seemed somewhat fast; but everything was normal for about 40 feet (?) until ramp control asked us to stop our pushback; which we did; with the nose about 3 feet right of centerline. We felt nothing; but radio conversation revealed that some sort of contact had taken place between our right winglet and the left winglet of an Airbus 319 on the gate [next to us] that was also in the process of simultaneously pushing back. At this point; Airbus wingtip was noted forward of our wingline; and extremely close. There seemed to have been a shoulder-to-shoulder type contact between aircraft winglets; after which our wing slid to the rear; behind the Airbus wing. Maintenance was notified; and after some time; both aircraft were pulled back to their gates. Neither tug was disconnected at any point; since this occurred very early in the pushback of both. Our aircraft was subsequently taken out of service. Later; after a quick call to the Airbus CA; it was relayed that their tug operator had delayed their push unusually long; after receiving clearance to push. Our tug operator was then cleared to push; and did so somewhat aggressively. I made a comment to the FO about the quicker than usual pushback speed. Both gates run-in lines appear to converge in the shape of a capital letter V. This seems due to a roughly 150 degree corner angle in the terminal between the gates. Evidently; ramp control thought that they had pushed sufficiently rearward so that we could then push; but they had not made enough progress; and our tug operator quickly caught up to them. Our view of the incident was difficult; due to the rising sun in the east; and the general lack of ability to see the wingtips. This event happened so fast; we were not in much of a position to safely control the outcome. I suggest the following: 1) Ask Ramp Control to make pushback from these two gates mutually exclusive. 2) Add a note to company Jeppesen pages regarding these two gates; regarding the potential for conflict; to raise awareness.3) Add awareness for ramp personnel on these particular gates using signs. As pilots; we were not focused on our wing walkers; but it may be helpful to do so in the future; if they are visible.

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.