Narrative:

A potential for jetblast damage occurred when beginning taxi for takeoff at okc. I was parked on the cargo ramp between a cargo DC9 and a cargo B727 with just enough room to make a 180 degree turn out of the taxi spot. As I was closer to the DC9, the turn was made toward the B727. It was basically a turn from west to east through north. The wind was from the north at about 20 KTS. I lost some momentum during the turn and was forced to use extra power on my #2 engine to complete the turn. I was concerned about possible damage to the DC9 and asked my first officer to look back at the aircraft after the turn was completed, I was also able to look. The only apparent disturbance to the DC9 was 2 orange pylons next to the aircraft that were knocked over. I believe that 2 factors contributed to what could have been a jetblast incident. These factors were haste and fatigue. Haste, in that my company should have provided a tug for pushback in such a situation and, failing that, I should have refused to taxi until such pushback was provided. The fatigue factor pertains to the fact that I believe I would have exercised better judgement and requested a pushback had I been rested. At the time of this occurrence I was in the 5TH day of my trip sequence involving all night flts and we were 2 hours behind schedule and, as a result, would receive a shortened rest that day. Hence, my desire to depart as soon as possible. I believe stricter rest requirements would improve crew performance in all phases of flight.

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Original NASA ASRS Text

Title: DC8-73 PLT IS CONCERNED ABOUT HIS JETBLAST WHILE TAXIING OUT OF THE CARGO AREA AT OKC.

Narrative: A POTENTIAL FOR JETBLAST DAMAGE OCCURRED WHEN BEGINNING TAXI FOR TKOF AT OKC. I WAS PARKED ON THE CARGO RAMP BTWN A CARGO DC9 AND A CARGO B727 WITH JUST ENOUGH ROOM TO MAKE A 180 DEG TURN OUT OF THE TAXI SPOT. AS I WAS CLOSER TO THE DC9, THE TURN WAS MADE TOWARD THE B727. IT WAS BASICALLY A TURN FROM W TO E THROUGH N. THE WIND WAS FROM THE N AT ABOUT 20 KTS. I LOST SOME MOMENTUM DURING THE TURN AND WAS FORCED TO USE EXTRA PWR ON MY #2 ENG TO COMPLETE THE TURN. I WAS CONCERNED ABOUT POSSIBLE DAMAGE TO THE DC9 AND ASKED MY FO TO LOOK BACK AT THE ACFT AFTER THE TURN WAS COMPLETED, I WAS ALSO ABLE TO LOOK. THE ONLY APPARENT DISTURBANCE TO THE DC9 WAS 2 ORANGE PYLONS NEXT TO THE ACFT THAT WERE KNOCKED OVER. I BELIEVE THAT 2 FACTORS CONTRIBUTED TO WHAT COULD HAVE BEEN A JETBLAST INCIDENT. THESE FACTORS WERE HASTE AND FATIGUE. HASTE, IN THAT MY COMPANY SHOULD HAVE PROVIDED A TUG FOR PUSHBACK IN SUCH A SIT AND, FAILING THAT, I SHOULD HAVE REFUSED TO TAXI UNTIL SUCH PUSHBACK WAS PROVIDED. THE FATIGUE FACTOR PERTAINS TO THE FACT THAT I BELIEVE I WOULD HAVE EXERCISED BETTER JUDGEMENT AND REQUESTED A PUSHBACK HAD I BEEN RESTED. AT THE TIME OF THIS OCCURRENCE I WAS IN THE 5TH DAY OF MY TRIP SEQUENCE INVOLVING ALL NIGHT FLTS AND WE WERE 2 HRS BEHIND SCHEDULE AND, AS A RESULT, WOULD RECEIVE A SHORTENED REST THAT DAY. HENCE, MY DESIRE TO DEPART ASAP. I BELIEVE STRICTER REST REQUIREMENTS WOULD IMPROVE CREW PERFORMANCE IN ALL PHASES OF FLT.

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.