Narrative:

Company mechanics pushed us back from gate to taxiway zulu where we completed engine start and were 'waved-off.' ground control cleared us to taxi. Shortly after commencing taxi the captain performed the flight control check and observed that the spoilers were not moving properly as depicted on the control position indicator (cpi). The captain directed me to obtain clearance from ground control to stop on taxiway zulu as he recalled that the MEL required a visual check of the flight controls if the cpi was inoperative. With the captain's concurrence, I contacted hnl company operations and informed them of our problem. Operations raised a mechanic on the frequency and we were informed that a mechanic would be sent to our location to perform the visual check. The captain directed me to request that they connect to the interphone for the check. They agreed to do so. During this time we were listening and talking with our dispatcher in msp (via phone patch in hnl) resolving a 2000 pound weight discrepancy. The combination of communicating with several different parties (hnl ground, hnl operations, hnl mechanics, msp dispatch, cabin crew) and resolving the flight control and gross weight problems made for a very heavy workload even though we were on the ground with the parking brakes set. While waiting for the mechanic to arrive we resolved the cpi problem as well as the gross weight change. We were now ready to continue taxiing. We contacted hnl operations and advised them that we no longer needed a mechanic. With the captain's concurrence I contacted hnl ground and received clearance to continue taxiing. Both the captain and I carefully 'cleared' our respective sides and the front of the aircraft prior to commencing taxiing again. After moving only a few ft I noticed a red and gray blur in my peripheral vision which caused me to look again to my right where I observed a rapidly moving pickup truck moving from the area under the nose of our aircraft towards the right wingtip at approximately a 30 degree angle. I informed the captain and he stopped the aircraft immediately. As the driver parked the truck I saw a mechanic walk out from under the nose to a point about 50 ft off the right front of the aircraft, where both the captain and I could see him. Suffice it to say, he was gesticulating vigorously. After it became obvious to him that we were not going to move he proceeded back to the aircraft and connected to the interphone we requested and received clearance form hnl ground to again hold our position on taxiway zulu. We informed the mechanic that the cpi was now operating normally. He disconnected from the interphone, proceeded to the 'usual' wave-off position, waved us off and departed in the pickup truck which had moved over to his position to pick him up. After receiving clearance from hnl ground we continued taxiing.

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Original NASA ASRS Text

Title: FLC STOPPED ACFT JUST IN TIME WHILE TAXI FOR TKOF TO AVOID RUNNING OVER A MECH.

Narrative: COMPANY MECHS PUSHED US BACK FROM GATE TO TXWY ZULU WHERE WE COMPLETED ENG START AND WERE 'WAVED-OFF.' GND CTL CLRED US TO TAXI. SHORTLY AFTER COMMENCING TAXI THE CAPT PERFORMED THE FLT CTL CHK AND OBSERVED THAT THE SPOILERS WERE NOT MOVING PROPERLY AS DEPICTED ON THE CTL POS INDICATOR (CPI). THE CAPT DIRECTED ME TO OBTAIN CLRNC FROM GND CTL TO STOP ON TXWY ZULU AS HE RECALLED THAT THE MEL REQUIRED A VISUAL CHK OF THE FLT CTLS IF THE CPI WAS INOP. WITH THE CAPT'S CONCURRENCE, I CONTACTED HNL COMPANY OPS AND INFORMED THEM OF OUR PROB. OPS RAISED A MECH ON THE FREQ AND WE WERE INFORMED THAT A MECH WOULD BE SENT TO OUR LOCATION TO PERFORM THE VISUAL CHK. THE CAPT DIRECTED ME TO REQUEST THAT THEY CONNECT TO THE INTERPHONE FOR THE CHK. THEY AGREED TO DO SO. DURING THIS TIME WE WERE LISTENING AND TALKING WITH OUR DISPATCHER IN MSP (VIA PHONE PATCH IN HNL) RESOLVING A 2000 LB WT DISCREPANCY. THE COMBINATION OF COMMUNICATING WITH SEVERAL DIFFERENT PARTIES (HNL GND, HNL OPS, HNL MECHS, MSP DISPATCH, CABIN CREW) AND RESOLVING THE FLT CTL AND GROSS WT PROBS MADE FOR A VERY HVY WORKLOAD EVEN THOUGH WE WERE ON THE GND WITH THE PARKING BRAKES SET. WHILE WAITING FOR THE MECH TO ARRIVE WE RESOLVED THE CPI PROB AS WELL AS THE GROSS WT CHANGE. WE WERE NOW READY TO CONTINUE TAXIING. WE CONTACTED HNL OPS AND ADVISED THEM THAT WE NO LONGER NEEDED A MECH. WITH THE CAPT'S CONCURRENCE I CONTACTED HNL GND AND RECEIVED CLRNC TO CONTINUE TAXIING. BOTH THE CAPT AND I CAREFULLY 'CLRED' OUR RESPECTIVE SIDES AND THE FRONT OF THE ACFT PRIOR TO COMMENCING TAXIING AGAIN. AFTER MOVING ONLY A FEW FT I NOTICED A RED AND GRAY BLUR IN MY PERIPHERAL VISION WHICH CAUSED ME TO LOOK AGAIN TO MY R WHERE I OBSERVED A RAPIDLY MOVING PICKUP TRUCK MOVING FROM THE AREA UNDER THE NOSE OF OUR ACFT TOWARDS THE R WINGTIP AT APPROX A 30 DEG ANGLE. I INFORMED THE CAPT AND HE STOPPED THE ACFT IMMEDIATELY. AS THE DRIVER PARKED THE TRUCK I SAW A MECH WALK OUT FROM UNDER THE NOSE TO A POINT ABOUT 50 FT OFF THE R FRONT OF THE ACFT, WHERE BOTH THE CAPT AND I COULD SEE HIM. SUFFICE IT TO SAY, HE WAS GESTICULATING VIGOROUSLY. AFTER IT BECAME OBVIOUS TO HIM THAT WE WERE NOT GOING TO MOVE HE PROCEEDED BACK TO THE ACFT AND CONNECTED TO THE INTERPHONE WE REQUESTED AND RECEIVED CLRNC FORM HNL GND TO AGAIN HOLD OUR POS ON TXWY ZULU. WE INFORMED THE MECH THAT THE CPI WAS NOW OPERATING NORMALLY. HE DISCONNECTED FROM THE INTERPHONE, PROCEEDED TO THE 'USUAL' WAVE-OFF POS, WAVED US OFF AND DEPARTED IN THE PICKUP TRUCK WHICH HAD MOVED OVER TO HIS POS TO PICK HIM UP. AFTER RECEIVING CLRNC FROM HNL GND WE CONTINUED TAXIING.

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.