Narrative:

We pushed back from gate at mco approximately on time with flight. After the wave off salute and after start checklist, ramp tower told us to taxi to exit 65 and contact ground control. Exit 65 appears somewhat narrow due to its sharp 90 degree corners. An overshoot of its centerline is required while taxiing north in the stretch widebody transport. At that point, I began swinging the nose to my right while moving forward 1 or 2 mph. I was very gently on the brakes (mostly the left brake), slowly coming to a stop as the nose was arcing around (eastward) into 65. My copilot called out traffic coming at our right (as it came into view, coming down the inner taxiway G). Most of my concentration had been on the nose swinging near the edge of the taxiway while we entered 65. I immediately looked to the right and there was an medium large transport Y coming at a vigorous pace down (northbound to runway 17) the taxiway. With the nose of our plane briskly moving left to right and my immediate focus on the wing tip (overhanging the taxiway) of the medium large transport Y closing on us, it created to me somewhat of a (false), high speed closure illusion. I reacted aggressively with heavier brake pressure to stop. As it turned out, too aggressively. Since we were moving more or less sideways, our atl based flight attendants, to my profound regret, were caught off guard and 2 of them bumped into objects, one bruising her knee and the other bumping into something with her back. I made an apology to the passenger for the roughness and explained the incident as an untoward display of the safety aspect of having superb braking capability on our 60 million dollar airplane, should we ever need it (better safe than sorry). Since I always make an extreme effort to stop smoothly and undetectably, this situation was even more unfortunate to me personally.

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Original NASA ASRS Text

Title: 2 CABIN ATTENDANTS RECEIVED MINOR 'HURTS' IN SUDDEN STOP IN TAXI PROC. TAXIING TFC.

Narrative: WE PUSHED BACK FROM GATE AT MCO APPROX ON TIME WITH FLT. AFTER THE WAVE OFF SALUTE AND AFTER START CHKLIST, RAMP TWR TOLD US TO TAXI TO EXIT 65 AND CONTACT GND CTL. EXIT 65 APPEARS SOMEWHAT NARROW DUE TO ITS SHARP 90 DEG CORNERS. AN OVERSHOOT OF ITS CTRLINE IS REQUIRED WHILE TAXIING N IN THE STRETCH WDB. AT THAT POINT, I BEGAN SWINGING THE NOSE TO MY R WHILE MOVING FORWARD 1 OR 2 MPH. I WAS VERY GENTLY ON THE BRAKES (MOSTLY THE L BRAKE), SLOWLY COMING TO A STOP AS THE NOSE WAS ARCING AROUND (EASTWARD) INTO 65. MY COPLT CALLED OUT TFC COMING AT OUR R (AS IT CAME INTO VIEW, COMING DOWN THE INNER TXWY G). MOST OF MY CONCENTRATION HAD BEEN ON THE NOSE SWINGING NEAR THE EDGE OF THE TXWY WHILE WE ENTERED 65. I IMMEDIATELY LOOKED TO THE R AND THERE WAS AN MLG Y COMING AT A VIGOROUS PACE DOWN (NBOUND TO RWY 17) THE TXWY. WITH THE NOSE OF OUR PLANE BRISKLY MOVING L TO R AND MY IMMEDIATE FOCUS ON THE WING TIP (OVERHANGING THE TXWY) OF THE MLG Y CLOSING ON US, IT CREATED TO ME SOMEWHAT OF A (FALSE), HIGH SPD CLOSURE ILLUSION. I REACTED AGGRESSIVELY WITH HEAVIER BRAKE PRESSURE TO STOP. AS IT TURNED OUT, TOO AGGRESSIVELY. SINCE WE WERE MOVING MORE OR LESS SIDEWAYS, OUR ATL BASED FLT ATTENDANTS, TO MY PROFOUND REGRET, WERE CAUGHT OFF GUARD AND 2 OF THEM BUMPED INTO OBJECTS, ONE BRUISING HER KNEE AND THE OTHER BUMPING INTO SOMETHING WITH HER BACK. I MADE AN APOLOGY TO THE PAX FOR THE ROUGHNESS AND EXPLAINED THE INCIDENT AS AN UNTOWARD DISPLAY OF THE SAFETY ASPECT OF HAVING SUPERB BRAKING CAPABILITY ON OUR 60 MILLION DOLLAR AIRPLANE, SHOULD WE EVER NEED IT (BETTER SAFE THAN SORRY). SINCE I ALWAYS MAKE AN EXTREME EFFORT TO STOP SMOOTHLY AND UNDETECTABLY, THIS SIT WAS EVEN MORE UNFORTUNATE TO ME PERSONALLY.

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.