Large transport taxiing out of gate creates jet blast damage and injury.

Attributes
ACN	258040
Time
Date	199311
Day	Sun
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : msp
State Reference	MN
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zhu
Operator	common carrier : air carrier
Make Model Name	Large Transport, Low Wing, 3 Turbojet Eng
Flight Phase	ground other : taxi
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 300 flight time total : 10000
ASRS Report	258040
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp pilot : flight engineer pilot : instrument pilot : commercial
Experience	flight time last 90 days : 180 flight time total : 5000 flight time type : 1000
ASRS Report	258359
Events
Anomaly	non adherence : published procedure non adherence other other anomaly other
Independent Detector	other other : unspecified
Resolutory Action	none taken : detected after the fact
Consequence	other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation
Situations
ATC Facility	procedure or policy : unspecified
Airport	other physical facility

Narrative:

Gate a at msp is located in a highly congested area. Pushback was shallow and not as deep as it could have been but, at the moment, did not cause concern. Received taxi clearance to runway 29R which meant a left 90-110 degree turnout. While in turn, was advised to use taxiway D to outer taxiway. This caused a tight 270-290 degree left turn (right turn impossible, at this time) and necessitated jet blast to be directed towards aircraft, men, and equipment still in the gate area. This was a very tight turn but was now committed to making the turn (combination of power and braking was necessary). I should not have made or accepted the clearance to taxiway D. At no time was excessive power applied. (1.2 EPR on #1 and #2 engine. #3 was not started.) use of 'taxiway D to outer to runway 29R' was used to allow other aircraft pushback clearance at gate B. I should have sat back and requested to runway 29R via the inner. It was reported to me upon arrival in msy that, indeed, light equipment (ladders, etc) were blown around and that a mechanic had hurt himself (very minor finger cut) trying to escape the jet blast.

Original NASA ASRS Text

Title: LGT TAXIING OUT OF GATE CREATES JET BLAST DAMAGE AND INJURY.

Narrative: GATE A AT MSP IS LOCATED IN A HIGHLY CONGESTED AREA. PUSHBACK WAS SHALLOW AND NOT AS DEEP AS IT COULD HAVE BEEN BUT, AT THE MOMENT, DID NOT CAUSE CONCERN. RECEIVED TAXI CLRNC TO RWY 29R WHICH MEANT A L 90-110 DEG TURNOUT. WHILE IN TURN, WAS ADVISED TO USE TXWY D TO OUTER TXWY. THIS CAUSED A TIGHT 270-290 DEG L TURN (R TURN IMPOSSIBLE, AT THIS TIME) AND NECESSITATED JET BLAST TO BE DIRECTED TOWARDS ACFT, MEN, AND EQUIP STILL IN THE GATE AREA. THIS WAS A VERY TIGHT TURN BUT WAS NOW COMMITTED TO MAKING THE TURN (COMBINATION OF PWR AND BRAKING WAS NECESSARY). I SHOULD NOT HAVE MADE OR ACCEPTED THE CLRNC TO TXWY D. AT NO TIME WAS EXCESSIVE PWR APPLIED. (1.2 EPR ON #1 AND #2 ENG. #3 WAS NOT STARTED.) USE OF 'TXWY D TO OUTER TO RWY 29R' WAS USED TO ALLOW OTHER ACFT PUSHBACK CLRNC AT GATE B. I SHOULD HAVE SAT BACK AND REQUESTED TO RWY 29R VIA THE INNER. IT WAS RPTED TO ME UPON ARR IN MSY THAT, INDEED, LIGHT EQUIP (LADDERS, ETC) WERE BLOWN AROUND AND THAT A MECH HAD HURT HIMSELF (VERY MINOR FINGER CUT) TRYING TO ESCAPE THE JET BLAST.

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.