Narrative:

Flight was pushed back from gate at clt. Ramp weight was about 105000 pounds which is light for this aircraft. Captain started to taxi/turn out from the pushback position with only the left engine operating (in accordance with our company's normal procedures). The turn was to the left. After rolling 4-5 ft forward, he turned the tiller and the aircraft started turning, but slowed after 30-45 degrees of turn. Because of the close proximity of a B757 on the adjacent gate, the turn could not be widened, so the captain increased (to about 12 EPR) the power on the left engine. The aircraft nosewheel began sliding, so the captain stopped the aircraft. The second engine was started and taxi out proceeded normally. We had received clearance from ramp control for the aircraft pushback and taxi. The controller did not advise us of any aircraft behind us. 1 of our mechanics oversaw the pushback (headset talker) and directed the taxi/turn out. No indication was given that there may have been any aircraft/equipment behind us. Knowing that the ramp area was quite wide, I was not at all concerned that the captain used about 1.2 EPR. Upon arrival at gso, we were notified by the company that there had been an F-100 that must have been pushed back on the ramp behind us from c- concourse because a piece of sheet metal became loosened by the jet exhaust from our aircraft. No further information has been provided to us at this time.

Related reports:

Google
 

Original NASA ASRS Text

Title: MLG IN RAMP AREA TAXIING ON 1 ENG CREATES JET BLAST ENCOUNTER DAMAGE TO ACFT BEHIND.

Narrative: FLT WAS PUSHED BACK FROM GATE AT CLT. RAMP WT WAS ABOUT 105000 LBS WHICH IS LIGHT FOR THIS ACFT. CAPT STARTED TO TAXI/TURN OUT FROM THE PUSHBACK POS WITH ONLY THE L ENG OPERATING (IN ACCORDANCE WITH OUR COMPANY'S NORMAL PROCS). THE TURN WAS TO THE L. AFTER ROLLING 4-5 FT FORWARD, HE TURNED THE TILLER AND THE ACFT STARTED TURNING, BUT SLOWED AFTER 30-45 DEGS OF TURN. BECAUSE OF THE CLOSE PROX OF A B757 ON THE ADJACENT GATE, THE TURN COULD NOT BE WIDENED, SO THE CAPT INCREASED (TO ABOUT 12 EPR) THE PWR ON THE L ENG. THE ACFT NOSEWHEEL BEGAN SLIDING, SO THE CAPT STOPPED THE ACFT. THE SECOND ENG WAS STARTED AND TAXI OUT PROCEEDED NORMALLY. WE HAD RECEIVED CLRNC FROM RAMP CTL FOR THE ACFT PUSHBACK AND TAXI. THE CTLR DID NOT ADVISE US OF ANY ACFT BEHIND US. 1 OF OUR MECHS OVERSAW THE PUSHBACK (HEADSET TALKER) AND DIRECTED THE TAXI/TURN OUT. NO INDICATION WAS GIVEN THAT THERE MAY HAVE BEEN ANY ACFT/EQUIP BEHIND US. KNOWING THAT THE RAMP AREA WAS QUITE WIDE, I WAS NOT AT ALL CONCERNED THAT THE CAPT USED ABOUT 1.2 EPR. UPON ARR AT GSO, WE WERE NOTIFIED BY THE COMPANY THAT THERE HAD BEEN AN F-100 THAT MUST HAVE BEEN PUSHED BACK ON THE RAMP BEHIND US FROM C- CONCOURSE BECAUSE A PIECE OF SHEET METAL BECAME LOOSENED BY THE JET EXHAUST FROM OUR ACFT. NO FURTHER INFO HAS BEEN PROVIDED TO US AT THIS TIME.

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.