Narrative:

We completed all of our preflight responsibilities as well as the preflight and before starting engines checklists. Shortly afterward the passengers arrived; which was approximately 15 minutes prior to the scheduled departure time. We loaded the passenger's luggage and boarded the passengers for the last of 3 occupied legs.with a marshal out front and both crew members at their station; we completed the engine start checklist and then selected the automated passenger briefing message. With engines running we completed the after start / before taxing checklist.we then received taxi clearance to proceed from the FBO northramp and proceed to runway 16R via left on alpha 2; left on alpha; right on charlie to runway 16R. We were parked facing east directly in front of the FBO parallel to the perimeter fencing.we gave a single flash of the taxi light to the marshaller located directly in front of us. We agreed to suspend our taxi checklist until reaching the taxiway. We were approximately 60-70 feet from the building. The marshaller indicates for us to pull forward. We went approximately 5-10 feet when he indicated for us to turn to our right. Upon completing a 90 degree turn to the right and moving approximately 15-20 feet forward so that he was now standing to our left between the aircraft and the hangar. The marshaller indicates for us to continue straight ahead to exit the ramp; waves; and turns to walk back to the FBO entrance.we were now parallel to the FBO hangar; heading south-south east with a parked aircraft to our right and the last few 10 -15 feet of the hangar to our left. Continuing; we passed the first of two corporate jets; parked to our right and the first row of single engine aircraft in a perpendicular line to our left. There was more than ample clearance on either side of our aircraft to pass the first corporate jet and the first line of single-engine aircraft to our left.we are now approximately 80-100 feet past the end of the FBO hangar approaching the second line of single engine aircraft to our left. As we slowly moved forward it became apparent that the width available to us was becoming restricted by parked aircraft. The second of the corporate jets to our right is about 10 feet ahead of the light twin which is to our left. We came to a complete stop as it was now apparent that there was questionable distance to clear the parked aircraft with the light twin being the first of the two parked aircraft to negotiate. I then asked the co-pilot to radio the FBO for a marshaller. About 30 seconds later; after the co-pilot tuned the frequency but had not yet transmitted; a marshaller; that was present earlier; ran up along the left side of our aircraft and assessed our clearance of the light twin's wing. He gave the indication that we were clear by approximately 2 feet and waved us forward. With the co-pilot monitoring the right wing we slowly moved forward and as the marshaller indicated we were clear of the light twin's wing I began a slight turn to the left to allow greater clearance of the upcoming corporate jet to our right. Within moments and almost simultaneously; we felt a slight shudder and the co-pilot commanded for the aircraft to stop which was almost immediately accomplished. After the incident we shut down the engines and began to investigate the situation. Our right winglet made contact with the radome of the corporate jet approximately 4-5 inches from the tip. We found that the parked light twin's wing was protruding +/- 4 feet over the single yellow line designating the movement area. The corporate jet was also over a line by several feet; but that line appeared to be covered by asphalt sealant when the ramp was last sealed. The marshaller should have directed us to conduct a 180 degree turn and exit FBO's ramp the way we had come in. Further; if exiting the ramp to the right; as instructed in this case; it is very difficult to detect the conflict without prior knowledge of the hot spot. Note that the diagram does not indicate or provide wing length restrictions to alert crews in advance despite the fact that after the incident one of the FBO ramp personnel explained that this was not the first time an incident of this nature occurred at that location.

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Original NASA ASRS Text

Title: An air taxi jet was marshaled from a VNY North Ramp FBO onto a non taxiway and into an area of parked aircraft. The air taxi wingtip struck a corporate jet's radome while maneuvering to clear a light twin wing which appeared to be parked about 4 feet off its parking spot.

Narrative: We completed all of our preflight responsibilities as well as the preflight and before starting engines checklists. Shortly afterward the passengers arrived; which was approximately 15 minutes prior to the scheduled departure time. We loaded the passenger's luggage and boarded the passengers for the last of 3 occupied legs.With a marshal out front and both crew members at their station; we completed the engine start checklist and then selected the automated passenger briefing message. With engines running we completed the after start / before taxing checklist.We then received taxi clearance to proceed from the FBO Northramp and proceed to Runway 16R via left on Alpha 2; left on Alpha; right on Charlie to Runway 16R. We were parked facing east directly in front of the FBO parallel to the perimeter fencing.We gave a single flash of the taxi light to the marshaller located directly in front of us. We agreed to suspend our taxi checklist until reaching the taxiway. We were approximately 60-70 feet from the building. The marshaller indicates for us to pull forward. We went approximately 5-10 feet when he indicated for us to turn to our right. Upon completing a 90 degree turn to the right and moving approximately 15-20 feet forward so that he was now standing to our left between the aircraft and the hangar. The marshaller indicates for us to continue straight ahead to exit the ramp; waves; and turns to walk back to the FBO entrance.We were now parallel to the FBO hangar; heading south-south east with a parked aircraft to our right and the last few 10 -15 feet of the hangar to our left. Continuing; we passed the first of two corporate jets; parked to our right and the first row of single engine aircraft in a perpendicular line to our left. There was more than ample clearance on either side of our aircraft to pass the first corporate jet and the first line of single-engine aircraft to our left.We are now approximately 80-100 feet past the end of the FBO hangar approaching the second line of single engine aircraft to our left. As we slowly moved forward it became apparent that the width available to us was becoming restricted by parked aircraft. The second of the corporate jets to our right is about 10 feet ahead of the light twin which is to our left. We came to a complete stop as it was now apparent that there was questionable distance to clear the parked aircraft with the light twin being the first of the two parked aircraft to negotiate. I then asked the co-pilot to radio the FBO for a marshaller. About 30 seconds later; after the co-pilot tuned the frequency but had not yet transmitted; a marshaller; that was present earlier; ran up along the left side of our aircraft and assessed our clearance of the light twin's wing. He gave the indication that we were clear by approximately 2 feet and waved us forward. With the co-pilot monitoring the right wing we slowly moved forward and as the marshaller indicated we were clear of the light twin's wing I began a slight turn to the left to allow greater clearance of the upcoming corporate jet to our right. Within moments and almost simultaneously; we felt a slight shudder and the co-pilot commanded for the aircraft to stop which was almost immediately accomplished. After the incident we shut down the engines and began to investigate the situation. Our right winglet made contact with the radome of the corporate jet approximately 4-5 inches from the tip. We found that the parked light twin's wing was protruding +/- 4 feet over the single yellow line designating the movement area. The corporate jet was also over a line by several feet; but that line appeared to be covered by asphalt sealant when the ramp was last sealed. The marshaller should have directed us to conduct a 180 degree turn and exit FBO's ramp the way we had come in. Further; if exiting the ramp to the right; as instructed in this case; it is very difficult to detect the conflict without prior knowledge of the hot spot. Note that the diagram does not indicate or provide wing length restrictions to alert crews in advance despite the fact that after the incident one of the FBO ramp personnel explained that this was not the first time an incident of this nature occurred at that location.

Data retrieved from NASA's ASRS site 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.