Narrative:

I was notified by (chief pilot) that on departure from gate zz; an aluminum fueling ladder was blown into the number 2 engine cowl of an airbus parked at gate ZZ1. A B747 was parked at gate ZZ2 and we were pushed tail to the north with a subsequent pull forward to the zz push spot; resulting in our nose being positioned very close to the left wing tip of the B747 at gate ZZ2. This then requires an immediate right hand 90 degree turn to exit and clear our left wing tip with the left wing tip of the 747 (note: on a tight 90 degree turn such as this; keep in mind that the B777 wing tip tracks 35 feet further out than the nose - the tight 90 turn is important for this reason). There was a wing walker in place to facilitate this clearance; which was logistically tight.to facilitate; the power was set to just under 30% N1 (our FM limit for breakaway thrust) prior to brake release to assure accuracy of thrust setting. We were at maximum gross weight and 30% is very much needed to make the 90 degree turn and then taxi up slope to the center line; (approximately 300 feet) where the slope of the ramp crests. In the ramp video; it appears that the fueling ladder; which is apparently on wheels; began to move when we were at the 45 degree point of our initial turn out after brake release. It is worth noting that the wind that day was gusty out of the west-southwest or in the same direction as our engine thrust during the turn out.after the 90 degree turn to take us away perpendicular from the terminal and after the ladder had been displaced; we maintained FM thrust until the slope crest and exited the ramp area. Thankfully; no injuries; but this gate; with no changes will continue to generate problems with the way push spots are currently laid out.adjust the push back spot so as not to require a 90 turn so close in to the gate area. If it is not possible; ramp personnel must prepare the area for sustained break away thrust blast during the turn and up slope taxi. Less than our FM 30% N1 allowed break away thrust will not work. Avoid simultaneous parking of a B747-400 at ZZ2 and B-777 at zz when the zz aircraft is scheduled to leave first.

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Original NASA ASRS Text

Title: A B777 flight crew reported that they were informed that while using 'breakaway' power to exit a gate area; the jet blast from their aircraft caused a ladder to strike another aircraft.

Narrative: I was notified by (Chief Pilot) that on departure from gate ZZ; an aluminum fueling ladder was blown into the number 2 engine cowl of an Airbus parked at gate ZZ1. A B747 was parked at gate ZZ2 and we were pushed tail to the north with a subsequent pull forward to the ZZ push spot; resulting in our nose being positioned very close to the left wing tip of the B747 at gate ZZ2. This then requires an immediate right hand 90 degree turn to exit and clear our left wing tip with the left wing tip of the 747 (Note: On a tight 90 degree turn such as this; keep in mind that the B777 wing tip tracks 35 feet further out than the nose - the tight 90 turn is important for this reason). There was a wing walker in place to facilitate this clearance; which was logistically tight.To facilitate; the power was set to just under 30% N1 (our FM limit for breakaway thrust) prior to brake release to assure accuracy of thrust setting. We were at maximum gross weight and 30% is very much needed to make the 90 degree turn and then taxi up slope to the center line; (approximately 300 feet) where the slope of the ramp crests. In the ramp video; it appears that the fueling ladder; which is apparently on wheels; began to move when we were at the 45 degree point of our initial turn out after brake release. It is worth noting that the wind that day was gusty out of the west-southwest or in the same direction as our engine thrust during the turn out.After the 90 degree turn to take us away perpendicular from the terminal and after the ladder had been displaced; we maintained FM thrust until the slope crest and exited the ramp area. Thankfully; no injuries; but this gate; with no changes will continue to generate problems with the way push spots are currently laid out.Adjust the push back spot so as not to require a 90 turn so close in to the gate area. If it is not possible; ramp personnel must prepare the area for sustained break away thrust blast during the turn and up slope taxi. Less than our FM 30% N1 allowed break away thrust will not work. Avoid simultaneous parking of a B747-400 at ZZ2 and B-777 at ZZ when the ZZ aircraft is scheduled to leave first.

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.