B757 Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Communication Breakdown
Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Ground Incursion Taxiway
Flight Crew Returned To Gate; General Physical Injury / Incapacitation
Human Factors; Airport
We pushed from our gate. After engine start and completing checklists we called ramp then ground for taxi. Ground gave us instructions to give way to a 737 on A. I read back the instructions then repeated them to the Captain and told him I could not yet see the 737 on A - as he would be approaching from behind on my side of the aircraft as we were currently positioned. The Captain acknowledged and began moving aircraft - I thought he was moving just to bring the nose closer to the exit point. At this time another aircraft was taxiing past on B - I believe- I was looking for the 737 on A. I then saw the 737 on A and verbalized that to the captain. He said OK and kept moving the aircraft toward [the ramp exit point]. I said again that the 737 was coming and the Captain indicated that he understood - he again said OK or got him- I can't remember exact words but I understood that he heard me; however he kept the aircraft moving. He then started a turn to bring the nose out [the ramp exit point] (was about 90 degree turn to exit from our push position). As the nose started across the hold short line I said urgently twice STOP but felt as if the nose was continuing to swing out so I vigorously applied the brakes. I believe we would have collided with the 737 wing tip if our aircraft was allowed to complete the turn. When the brakes were applied the nose wheel was in a turn and it felt like the nose was gaining momentum in the turn so the aircraft 'hopped'/ 'shuddered' a bit as it was brought to an abrupt stop. The nose was partially across the hold short line when we stopped but the 737 was able to pass by safely. Immediately after stopping the captain was communicating with the flight attendants - and we were notified that several of the flight attendants were standing in the galleys and fell during the abrupt stop and they were requesting medical attention. We then coordinated with Ground control/ flight operations/ and ramp control to return to a gate and have medics called. The Purser did tell us later that at the time of the sudden stop they were complete with their safety demos and all Flight Attendants should have been in their jump seats. I am not that familiar with their training to know if that is the case or not. Also; after we got back to the gate the captain said that he got on the brakes too hard when I said STOP - so I informed him that I also got on the brakes at that time so it may have been more abrupt because we were both applying brakes without knowing the other was simultaneously.
We were cleared to push back from Ramp Control with the instructions tail south. Pushback; engine start; and checklists were all normal per SOP. Ground crew was cleared and After Start checklist performed. Called for taxi clearance from Ramp Control. They issued instructions hold short of [ramp exit] and call ground for taxi. I elected to maintain position due to our fairly close proximity to [ramp exit] and instructed First Officer (FO) to call Ground Control from our current position for taxi clearance. Ground control was called and the following taxi instructions were issued 'cleared to taxi exit [ramp exit]; [Bravo]; Romeo hold short of runway 22R at Whiskey give way to 737 approaching from right'. The FO correctly read back instructions and I acknowledged instructions to FO by repeating taxi clearance. We then cleared the area - 'clear left/ clear right'. I slowly increased power carefully on both engines to 35% N1 and started slowly moving straight forward to [ramp exit] approximately 100 feet on right which was a 90 degree turn. Abeam [ramp exit] I started a right tiller turn at the exit at slow to normal taxi speed. As I was in the turn I believe the FO repeated the give way instruction again which I acknowledged with a 'roger'. While still in turn at approximately the 45 degree position I slowly started normal brake application to stop and give way. We were positioned in a way that the approaching 737 was behind us on Alfa coming toward us. We were at an angle that I could not see to the right. At this point I think the FO said something which I don't recall possibly 'Stop'. The aircraft was still turning when all of a sudden we came to a complete and sudden stop. At this point the 737 passed us. I was concerned for the Flight Attendants so I set the parking brake and called the back using the interphone. I was told that it was probable there were Flight Attendant injuries. I instructed the FO to call Ramp and Ground Control to tell them we would not be moving further. I called the Lead Flight Attendant again to assess the possible injuries. I was told there were injured Flight Attendant's. I then called Operations to inform and instructed them we needed paramedics and a gate. I called back the Lead Flight Attendant and asked her to tell me when it would be safe to taxi. I also made a PA to passengers. When informed it was safe to move from Lead I asked FO to obtain taxi clearance to return to the gate. After arriving at gate we performed the Parking checklist. Upon completion I exited the flight deck to help Flight Attendant's in all aircraft galleys. When the paramedics entered the cabin I then went back up to flight deck. At this point I called the Duty Manager to report. I gave brief report and mentioned that I must have applied brake pressure too hard. It was only after this call that the FO told me he stood on the brakes himself as he was concerned as to the wing clearance of the approaching 737; which I could not see from my seat perspective. The injured Flight Attendants were removed and we then began the preparation and completion of the flight.The fact that still eludes me is why the FO felt the need to completely stand on the brakes. We were never even close to the 737 on Alpha. I believe given our angle on the taxiway and how Alpha curves from right to left by [the ramp exit] that he was startled by the sudden appearance of the aircraft over his shoulder coming from our blind spot. His verbal statements never gave any indication or alarm to this level of sudden and rapid brake application on his part.There were after start flow items that were forgotten on his part prior to taxi. It is possible he was distracted.
B757 flight crew and one of the Flight Attendants involved described what occurred when vigorous braking is used during taxi out of the ramp; to avoid a taxiing B737; injuring two Flight Attendants.