My experiences with pushbacks (I've done 200+) varied with the type of aircraft I was pushing out. General proceedure was the same, but with a few differences. If I was pushing out an EMB-120, we would start out with the PIC asking if they were clear to start the no. 2 engine, we would verify and say "Clear to start 2". Once we were cleared to push back, the PIC would say either, "Clear to pushback, mains on the line" or "Clear to pushback, tail North (or South)". I would respond, "Copy, clear to pushback....(whatever command they gave, mains on the line, etc.)." I would signal the wingwalkers that we were ready to pushback, and if we were going tail north or tail south, I would point which direction we were going. During the pushback, they would go through their preflight checks. Once we were on the taxiway, I would say "Pushback complete, set brakes." The PIC would respond, "Brakes set." My wingwalkers would remove the lockout pin and disconnect the strut strap from the nose wheel (we used pushback units that used a strap and a winch). One would either hand me the pin or step out the to port side, and I would ask, "Do you have the pin?" When the PIC saw the pin, the would respond, "I have the pin, Clear to start 1?" I would verify that they were clear to start one, answered, "Clear to start one." The PIC would respond "Copy clear to start one. You're cleared off headset, see you later (or something similar)." I would say, "Copy, clear off headset, have a good flight." Then I would pull forward of the aircraft and wait for the PIC to signal that they were cleared to taxi, I would then salute them, and return to the gate. Now if I was pushing out a CRJ, the proceedure was the same, except for the engines. Once we were out on the taxiway, the wingwalkers would reattach the tension scissors on the nose gear, and the same proceedure (sans engines) as the Brasilia would apply. Usually the crews started the engines during the pushback, thereby saving a few minutes on the taxiway.