Air carrier aircraft runs over tow bar at psp, ca.

Attributes
ACN	489786
Time
Date	200010
Day	Thu
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : psp.airport
State Reference	CA
Altitude	agl single value : 0
Environment
Light	Daylight
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Operating Under FAR Part	Part 121
Flight Phase	ground : pushback
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 180 flight time total : 16000 flight time type : 5200
ASRS Report	489786
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : commercial pilot : multi engine pilot : instrument
Events
Anomaly	conflict : ground critical ground encounters other non adherence : company policies
Independent Detector	other other : ground marshaller - 3
Resolutory Action	none taken : unable none taken : detected after the fact other
Consequence	other
Supplementary
Problem Areas	Flight Crew Human Performance Company Aircraft
Primary Problem	Company

Narrative:

While pushing the aircraft back at the palm springs airport permission for engine start was given by the ground crew and both engines were started. Pushback was normal and the aircraft was stopped and still connected to the pushback tug. Ground personnel transmitted something over the flight interphone, however because of a deafening engine noise from the ground handler's headset I looked down to my communication panel to adjust the flight interphone volume. Looking back outside the ground marshaller was frantically giving me the hand signal to set brakes. I set the aircraft brakes and made contact with the ground intercom. He informed me that the aircraft nosewheels had partially overran the tow bar. The aircraft could not be moved, the engines were shut down and the company notified. I think the ground handler's failure at the jetway to speak close into the microphone caused me to set my communication panel interphone volume to a relatively high position. With the engines running the engine noise through the ground handler's microphone, when later opened, became deafening loud and caused the subsequent miscom at a critical time.

Original NASA ASRS Text

Title: ACR ACFT RUNS OVER TOW BAR AT PSP, CA.

Narrative: WHILE PUSHING THE ACFT BACK AT THE PALM SPRINGS ARPT PERMISSION FOR ENG START WAS GIVEN BY THE GND CREW AND BOTH ENGS WERE STARTED. PUSHBACK WAS NORMAL AND THE ACFT WAS STOPPED AND STILL CONNECTED TO THE PUSHBACK TUG. GND PERSONNEL XMITTED SOMETHING OVER THE FLT INTERPHONE, HOWEVER BECAUSE OF A DEAFENING ENG NOISE FROM THE GND HANDLER'S HEADSET I LOOKED DOWN TO MY COM PANEL TO ADJUST THE FLT INTERPHONE VOLUME. LOOKING BACK OUTSIDE THE GND MARSHALLER WAS FRANTICALLY GIVING ME THE HAND SIGNAL TO SET BRAKES. I SET THE ACFT BRAKES AND MADE CONTACT WITH THE GND INTERCOM. HE INFORMED ME THAT THE ACFT NOSEWHEELS HAD PARTIALLY OVERRAN THE TOW BAR. THE ACFT COULD NOT BE MOVED, THE ENGS WERE SHUT DOWN AND THE COMPANY NOTIFIED. I THINK THE GND HANDLER'S FAILURE AT THE JETWAY TO SPEAK CLOSE INTO THE MIKE CAUSED ME TO SET MY COM PANEL INTERPHONE VOLUME TO A RELATIVELY HIGH POS. WITH THE ENGS RUNNING THE ENG NOISE THROUGH THE GND HANDLER'S MIKE, WHEN LATER OPENED, BECAME DEAFENING LOUD AND CAUSED THE SUBSEQUENT MISCOM AT A CRITICAL TIME.

Data retrieved from NASA's ASRS site as of July 2007 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.