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

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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.