Narrative:

After 2 normal engine start during pushback; captain set parking brake and cleared push crew to disconnect. The disconnect point was only 200 ft from the hold short position for the runway. I (the first officer) preemptively called for taxi clearance in an attempt to establish takeoff priority (provo was using a single frequency for ground/tower/approach to control substantial private and commercial traffic to one runway which required backtrack for takeoff). Provo first said 'taxi to holding position for runway 10 on alpha;' then asked if we could accept 'backtrack into position and hold.' I relayed this to the captain (he was on the interphone asking the #1 flight attendant if she was ready since it was going to be a very short taxi); he replied 'yes;' which I relayed to provo; who cleared us to do so. I visually scanned forward right and the right wing area and called 'clear right.' the captain called 'clear left;' released the parking brake and very slowly nudged the power up. Just as the aircraft started rolling forward; the captain abruptly stopped the aircraft as he saw the tug and push crew backing out from beneath the nose. The aircraft had moved no more than 1 ft. About 30 seconds had lapsed since the push crew had been cleared to disconnect. Luckily; so luckily; no one was hurt (the tug and push crew must have already started to back away as the aircraft started to move). There was no equipment contact or damage. But there was a bunch of self-recrimination on the flight deck as to how we could have been so complacent. Some profound relearning took place. I had failed to confirm with the captain that he'd seen the 'pin and salute' nor did I confirm the tug and push crew in sight and well clear; before calling 'clear right.' never again.

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Original NASA ASRS Text

Title: B757-200 FLT CREW BEGIN TO TAXI PRIOR TO RECEIVING A SALUTE.

Narrative: AFTER 2 NORMAL ENG START DURING PUSHBACK; CAPT SET PARKING BRAKE AND CLRED PUSH CREW TO DISCONNECT. THE DISCONNECT POINT WAS ONLY 200 FT FROM THE HOLD SHORT POS FOR THE RWY. I (THE FO) PREEMPTIVELY CALLED FOR TAXI CLRNC IN AN ATTEMPT TO ESTABLISH TKOF PRIORITY (PROVO WAS USING A SINGLE FREQ FOR GND/TWR/APCH TO CTL SUBSTANTIAL PVT AND COMMERCIAL TFC TO ONE RWY WHICH REQUIRED BACKTRACK FOR TKOF). PROVO FIRST SAID 'TAXI TO HOLDING POS FOR RWY 10 ON ALPHA;' THEN ASKED IF WE COULD ACCEPT 'BACKTRACK INTO POS AND HOLD.' I RELAYED THIS TO THE CAPT (HE WAS ON THE INTERPHONE ASKING THE #1 FLT ATTENDANT IF SHE WAS READY SINCE IT WAS GOING TO BE A VERY SHORT TAXI); HE REPLIED 'YES;' WHICH I RELAYED TO PROVO; WHO CLRED US TO DO SO. I VISUALLY SCANNED FORWARD RIGHT AND THE R WING AREA AND CALLED 'CLR RIGHT.' THE CAPT CALLED 'CLR LEFT;' RELEASED THE PARKING BRAKE AND VERY SLOWLY NUDGED THE PWR UP. JUST AS THE ACFT STARTED ROLLING FORWARD; THE CAPT ABRUPTLY STOPPED THE ACFT AS HE SAW THE TUG AND PUSH CREW BACKING OUT FROM BENEATH THE NOSE. THE ACFT HAD MOVED NO MORE THAN 1 FT. ABOUT 30 SECONDS HAD LAPSED SINCE THE PUSH CREW HAD BEEN CLRED TO DISCONNECT. LUCKILY; SO LUCKILY; NO ONE WAS HURT (THE TUG AND PUSH CREW MUST HAVE ALREADY STARTED TO BACK AWAY AS THE ACFT STARTED TO MOVE). THERE WAS NO EQUIP CONTACT OR DAMAGE. BUT THERE WAS A BUNCH OF SELF-RECRIMINATION ON THE FLT DECK AS TO HOW WE COULD HAVE BEEN SO COMPLACENT. SOME PROFOUND RELEARNING TOOK PLACE. I HAD FAILED TO CONFIRM WITH THE CAPT THAT HE'D SEEN THE 'PIN AND SALUTE' NOR DID I CONFIRM THE TUG AND PUSH CREW IN SIGHT AND WELL CLR; BEFORE CALLING 'CLR RIGHT.' NEVER AGAIN.

Data retrieved from NASA's ASRS site as of January 2009 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.