AN MD80 FLC'S TEMPORARY LOSS OF ACFT CTL CREATES A LEVEL OF DISCOMFORT FOR THEMSELVES; THEIR PAX AND THE CABIN ATTENDANTS IN THE COMPANY SPONSORED PWRBACK OP OUT OF A GATE AT ZZZ; US.

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PWRED BACK FROM GATE. PWRBACK WAS BRIEFED AS A L TURN BY GUIDEMAN; RAMP CLRED A L TURNING PWRBACK. GOING BACK; WE CLRED THE HUMP AND STARTED TO ACCELERATE. I REDUCED PWR TO MINIMUM TO CTL SPD FOR THE TURN. GUIDEMAN COMMANDED THE TURN. I MAY HAVE MISSED IT FOR A SECOND OR TWO AS I WAS REDUCING PWR. I STARTED THE TURN TAIL L AT MY NORMAL RATE WHEN GUIDEMAN VERY EMPHATICALLY MOTIONED FOR MORE TURN. I GREATLY INCREASED THE TILLER DEFLECTION AND THE ACFT DUG IN THE TURN AND WHIPPED THE NOSE AROUND VERY QUICKLY. I COULD NOT BRAKE; SO I WENT TO FORWARD PWR AND NEUTRALIZED THE TILLER. 2 FLT ATTENDANTS WERE THROWN OFF THEIR FEET BUT WERE UNINJURED. I QUESTION THE FOLLOWING: GATE IS IN FRONT OF THE FUEL/DEICING PITS AND THERE IS MINIMUM ROOM TO MANEUVER. PWRBACK TAIL S IS A GREATER THAN 90 DEG TURN REQUIRING ALMOST FULL TILLER DEFLECTION. THE PWRBACK IS DOWNHILL CAUSING INCREASING SPD WITH NO BRAKES AVAILABLE TO CTL SPD. I QUESTION WHETHER WE SHOULD BE DOING A PWRBACK ON THIS GATE. I ADMIT I DID NOT REALIZE THE CLOSENESS OF THE PITS UNTIL I STARTED THE PWRBACK TURN. I FEEL I SHOULD HAVE JUST DISCONTINUED THE PWRBACK RATHER THAN INCREASE THE TILLER DEFLECTION MORE THAN USUAL. THE GUIDEMAN SHOULD HAVE COMMANDED FORWARD THRUST RATHER THAN COMMAND AN INCREASED TURN. THE FO BECAME UNCOMFORTABLE ABOUT THE TIME I DID; BUT DIDN'T KNOW WHAT TO SAY. AFTER WE DISCUSSED IT; I REALLY DIDN'T KNOW WHAT TO SAY EITHER EXCEPT; DISCONTINUE THE PWRBACK. I REALLY DID NOT ANTICIPATE THIS; BUT I'VE NEVER SEEN IT BEFORE EITHER. THERE WERE NO INJURIES NOR DAMAGE; ONLY A ROUGH RIDE FOR MY PAX. SUPPLEMENTAL INFO FROM ACN 514706: TO MAKE IT SIMPLE; IT REALLY SHOULD BE A PUSHBACK GATE ONLY; OR; JUST PWR BACK N NOT S.