Narrative:

An enroute fuel stop was required. On descent we received dispatch notice of jfk (estimated departure clearance time) edct XA19Z. After landing in ZZZ edct moved to XB53Z when passengers deplaned. Later edct moved to XC48Z. Edct move up to XC33Z so boarding moved to XB45Z. Everything described here on occurred during pushback. Being familiar with this airport; I suggested we push to the pad directly behind our gate to wait out time. I called ground during push and was told our edct was XB53Z. I challenged this because that was a previous time given and therefore it could be in error. Ground assured us it was accurate. Simultaneously we received ACARS of new XD05Z edct. I called clearance to clarify. Clearance said XB53Z. Captain stopped the disconnect as we were initially headed to the pad for a delay but were now being told by ground that edct had passed. I'm working 3 frequencies (ramp/ground/clearance) to gather information. Just before we are ready to taxi; ground calls and says edct is XD05Z. By now; I have changed my pushback/pad request several times with ramp and accordingly; the captain has made the same number of changes with the push crew. My final ramp request was for a right 180 (only left engine running) to the pad. Ramp approved our request. The airplane begins to move. As I'm looking to my right I see the crew chief running into my view signaling us to stop. I yelled to captain; 'stop; stop; stop!' captain promptly complied. Shortly thereafter I saw the corner of the push tug; moving out from below my window. Gut wrenching feeling. I thank god no one was injured and no damage occurred. Some of our procedures vary from aircraft to aircraft with no added value of safety. I.e.; on one airplane the gear response is 'down' while on others it's 'down and green.' however the requirement for captains to only listen to interphone on pushback is critical. I always knew why. Thanks to this experience; when it's my turn for left seat duty; this will forever be one of my top priorities. Still it was distraction confusion and an out of the normal situation that led us up to this point. I normally make it a habit to see a pin and hear; 'I have a pin and a salute.' but I allowed myself to get neck deep in this edct chase it almost cost us all; ground crew included.

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Original NASA ASRS Text

Title: A B757 flight crew was distracted by repeated ATC departure delay time changes during pushback. In the process of communication with the ground crew about the changes; the Captain failed to set the parking brake and the aircraft nearly rolled into the tug and crew.

Narrative: An enroute fuel stop was required. On descent we received dispatch notice of JFK (Estimated Departure Clearance Time) EDCT XA19Z. After landing in ZZZ EDCT moved to XB53Z when passengers deplaned. Later EDCT moved to XC48Z. EDCT move up to XC33Z so boarding moved to XB45Z. Everything described here on occurred during pushback. Being familiar with this airport; I suggested we push to the pad directly behind our gate to wait out time. I called Ground during push and was told our EDCT was XB53Z. I challenged this because that was a previous time given and therefore it could be in error. Ground assured us it was accurate. Simultaneously we received ACARS of new XD05Z EDCT. I called clearance to clarify. Clearance said XB53Z. Captain stopped the disconnect as we were initially headed to the pad for a delay but were now being told by ground that EDCT had passed. I'm working 3 frequencies (Ramp/Ground/Clearance) to gather information. Just before we are ready to taxi; Ground calls and says EDCT is XD05Z. By now; I have changed my pushback/pad request several times with Ramp and accordingly; the Captain has made the same number of changes with the push crew. My final ramp request was for a right 180 (only left engine running) to the pad. Ramp approved our request. The airplane begins to move. As I'm looking to my right I see the Crew Chief running into my view signaling us to stop. I yelled to Captain; 'STOP; STOP; STOP!' Captain promptly complied. Shortly thereafter I saw the corner of the push tug; moving out from below my window. Gut wrenching feeling. I thank GOD no one was injured and no damage occurred. Some of our procedures vary from aircraft to aircraft with no added value of safety. I.E.; on one airplane the gear response is 'down' while on others it's 'down and green.' However the requirement for Captains to only listen to interphone on pushback is critical. I always knew why. Thanks to this experience; when it's my turn for left seat duty; this will forever be one of my top priorities. Still it was distraction confusion and an out of the normal situation that led us up to this point. I normally make it a habit to see a pin and hear; 'I have a pin and a salute.' But I allowed myself to get neck deep in this EDCT chase it almost cost us all; Ground crew included.

Data retrieved from NASA's ASRS site as of April 2012 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.