Date: 202101
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Communication Breakdown; Time Pressure; Troubleshooting
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Other pushback
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Environment - Non Weather Related; Software and Automation
Primary problem: Ambiguous

Narrative: We were on a quick turned from a late inbound flight and it verified in ACARS that we were going to keep the aircraft for the final leg of the day. We had flown 3 legs in and out of ZZZ under winter conditions; active snow and de-icing every leg. My attention had been high on the aircraft MEL items; airport NOTAMs and the changing weather conditions. We pushed back for gate de-ice in ZZZ; we had received a SELCAL/ACARS message (MSG) regarding a change and we were still good to go. However; the ACARS remained on this page and prior to de-ice I noticed there was still a SELCAL message posted. My FO and I checked the MSGs and it came to our knowledge that our Flight Attendant (FA) was being removed from our trip due to COVID Exposure. This ACARS message was received after push-back as we were getting de-iced. We then double checked the release and we realized there were 2 amendments. One was for the TAIL SWAP which we were aware of. However; due to the immediate boarding at our gate and activation of ACARS and upon finding that we were keeping the current airplane we did not see AMD # 2 with the FA change. We completed de-icing and that is when I called my Dispatcher and acknowledged the change. I advised him that we would be returning back to the gate; however due to extenuating circumstances; this should have been a notification that should have been sent earlier in particular VIA phone call to myself; the PIC; regarding this change. Prior to push; I had no knowledge of the situation or the change; the change I knew of was of the plane swap because I noticed the tail number in ACARS. Due to the quick turn; the FA had her phone off as we were boarding and was not aware either of the change and of the COVID exposure. However; since there was no acknowledgement there should have been an attempt to notify the FA through my FO or myself.I believe that the quick turn and the focus on the inclement weather distracted me from the information being received. I also believe there was breakdown in CRM from the PIC/Dispatcher point of view. This was a last minute change to our paperwork; and this change should have required a phone call to me; the PIC or an ACARS MSG PRIOR to push to acknowledge the change. At times there is lack of support from the Flight Ops/ Dispatcher level in being proactive to provide the most up to date information forcing the PIC to take attention away from other tasks; potentially like in this scenario and missing information.There needs to be a way to notify the flight crews of amendments made on the release. There are multiple reasons a release can be amended ranging from; CREW SWAPS; TAIL SWAPS; Weather; Alternate; NOTAMs; MEL; TIMES; etc. These amendments; can be essential to flight and ensuring both PIC and Dispatch is aware of the change is key. On our ACARS we have the ability to respond for numerous items; acknowledge TARMAC delays; acknowledge 'UNSTABLE APP AIRPORTS' via ACARS but we do not have a way to acknowledge flight release amendments. I am suggesting that prior to push should an amendment be made; if not acknowledged; it will NOT ALLOW crews to send for T/O DATA until it is ACKNOWLEDGED via ACARS or via telephone. After push back; you would have T/O data; but an acknowledge would be required VIA ACARS or Telephone. I believe this would also help with our AIRWORTHINESS Management system in ensuring crews have the correct MEL Listed on the release prior to push or especially after pushback. I strongly believe this would add an additional layer of safety that ALL Pilots could benefit from.


Second narrative: We had to return to the gate because we became aware that we had the wrong Fight Attendant (FA) on board after push-back. There was an amendment to the release that we didn't receive notification for the FA change.Quick; late; and focused on the weather. Lack of system to ensure receipt of amendments. Break down in CRM between Company; Dispatch; and Flight Crew.I suggest better CRM systems between Dispatch and Flight Crew by implementing some type of acknowledgement when there are amendments to the RLS. Flight crews should not have to dig for information when Flight Ops and Dispatchers can also have the ability to provide the information to flight crews. Therefore; reducing workload on flight crews and staying focused on the things that require our full attention.


Synopsis: Air carrier flight crew reported returning to the gate after receiving notification a Flight Attendant onboard had been exposed to COVID-19.