Narrative:

Aircraft was tugged out of parking spot and started both engines - crew noticed a status message light - status message read 'left engine prim cont'. Captain instructed first officer (first officer) to try auto/erase procedure 2-3 times with no success while captain reviewed MEL. Ramp control asked us to move forward to make room for an aircraft to push; released mechanic off headset with lineman in sight and captain taxied ahead towards spot #5. Captain stopped aircraft; and first officer called ramp control to see if we could remain at current position to troubleshoot a maintenance issue. Permission was granted. Crew contacted maintenance control on local frequency; told them of the problem; relayed MEL number; and was told that maintenance truck was on its way and mechanic would hook up via headset. Discussion evolved with captain calling dispatch on his cell phone; first officer coordinating with ramp control; and captain discussing with on-site mechanic and ultimately maintenance control. On-site mechanic; maintenance control and dispatch all told us fix was involved and we needed to return. First officer coordinated with ramp control; which needed us to move for an aircraft behind us so crew was instructed to proceed to the ramp. Captain reported our intent to dispatch via cell phone; acknowledged and confirmed with first officer that ramp control wanted aircraft to return. With no lineman; captain cleared left and got clear right verbal from the first officer; who noted that the maintenance truck was outside the line. Thrust levers were advanced to minimum breakaway thrust to initiate taxi and crew was immediately alerted by mechanic to stop aircraft since mechanic was still on headset. Captain estimates movement of aircraft between 3-6 feet after debriefing with mechanic. Captain and first officer were met by an acp; who asked to be briefed by the flight crew of their actions and then acp debriefed the crew his observations and what the correct procedures for a return to blocks should have been. Maintenance item was deferred and flight was uneventful. Lessons learned / procedures emphasized: after block out and discovering a maintenance issue that I could not resolve; I should have immediately called dispatch & discussed problem jointly with maintenance control. On-site mechanic should not have been involved until aircraft was safely parked under lineman direction. This was a busy communication coordination scenario. All parties in this incident had best intentions to get flight safely; legally and quickly on its way. As discussed; we luckily avoided injury to the mechanic that was on headset. To avoid a potential mishap; following the procedure put in place for an unresolved maintenance issue after block out; getting back safely into a parking spot under the direction of a lineman with wing walkers would have mitigated the risk of a potential injury and/or accident to ground crew or equipment that are not visible to the flight crew. For me personally; this incident has re-emphasized the importance of this procedure. It might also be important to emphasize to on-site maintenance crews that they are not authorized to approach aircraft after block-out.

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Original NASA ASRS Text

Title: When a maintenance issue develops after engine start; a Mechanic is called; and plugs-in a headset. It is decided that the aircraft needs to return to the parking space; so the Captain forgetting the Mechanic is still plugged in; mistakenly attempts to begin taxiing. The Mechanic quickly announces his presence and the aircraft is stopped with no injuries.

Narrative: Aircraft was tugged out of parking spot and started both engines - crew noticed a status message light - status message read 'L ENG PRIM CONT'. Captain instructed First Officer (FO) to try auto/erase procedure 2-3 times with no success while Captain reviewed MEL. Ramp Control asked us to move forward to make room for an aircraft to push; released mechanic off headset with lineman in sight and Captain taxied ahead towards spot #5. Captain stopped aircraft; and FO called ramp control to see if we could remain at current position to troubleshoot a maintenance issue. Permission was granted. Crew contacted maintenance control on local frequency; told them of the problem; relayed MEL number; and was told that maintenance truck was on its way and mechanic would hook up via headset. Discussion evolved with Captain calling Dispatch on his cell phone; FO coordinating with ramp control; and Captain discussing with on-site mechanic and ultimately Maintenance Control. On-site mechanic; Maintenance Control and Dispatch all told us fix was involved and we needed to return. FO coordinated with ramp control; which needed us to move for an aircraft behind us so crew was instructed to proceed to the Ramp. Captain reported our intent to Dispatch via cell phone; acknowledged and confirmed with FO that Ramp Control wanted aircraft to return. With no lineman; Captain cleared left and got clear right verbal from the FO; who noted that the maintenance truck was outside the line. Thrust levers were advanced to minimum breakaway thrust to initiate taxi and crew was immediately alerted by mechanic to stop aircraft since mechanic was still on headset. Captain estimates movement of aircraft between 3-6 feet after debriefing with mechanic. Captain and FO were met by an ACP; who asked to be briefed by the flight crew of their actions and then ACP debriefed the crew his observations and what the correct procedures for a return to blocks should have been. Maintenance item was deferred and flight was uneventful. Lessons learned / Procedures emphasized: After block out and discovering a maintenance issue that I could not resolve; I should have immediately called Dispatch & discussed problem jointly with Maintenance Control. On-site mechanic should not have been involved until aircraft was safely parked under lineman direction. This was a busy communication coordination scenario. All parties in this incident had best intentions to get flight safely; legally and quickly on its way. As discussed; we luckily avoided injury to the mechanic that was on headset. To avoid a potential mishap; following the procedure put in place for an unresolved maintenance issue after block out; getting back safely into a parking spot under the direction of a lineman with wing walkers would have mitigated the risk of a potential injury and/or accident to ground crew or equipment that are not visible to the flight crew. For me personally; this incident has re-emphasized the importance of this procedure. It might also be important to emphasize to on-site maintenance crews that they are not authorized to approach aircraft after block-out.

Data retrieved from NASA's ASRS site 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.