Narrative:

I started an small aircraft X with the intention of taxiing from the ramp to a hangar located on the air field. The movement of the aircraft was not for the purpose of flight. My familiarity with the aircraft was relatively low. I had flown in the aircraft as a check pilot with a licensed pilot who owned the aircraft. I had flown mostly from the right seat and was never called upon to handle the aircraft on the ground and thus was not reminded that there are no toe brakes in the small aircraft X for the right seat. When I got in the aircraft to taxi it to the hangar after the flight for the day was over, I got into the right seat, started the aircraft and found I was unable to stop it from the right seat. I simultaneously moved from the right seat to the left seat and pulled back on the throttle. I got my feet on the toe brakes and also was turning the aircraft when there was contact with another parked aircraft. The other aircraft involved was small transport Y. The damage to small transport Y and to small aircraft X was minor. No structural damage was involved. Nevertheless, the incident was reported to the NTSB through the local FAA office, even though it was not required to be reported. Obviously, I should have gotten in the pilot's seat before moving the aircraft. As an instrument I was used to being in the right seat and simply forgot that not all of the necessary controls were available for use from that seat. This type of incident could be prevented by use of a checklist even when the aircraft movement is not for purposes of flight and/or always using the pilot's seat (the left seat) when operating the aircraft. Further, the aircraft mfr could avoid the problem by placing a placard on the right seat reminding the right seat occupant that there are no brakes on the right side of an small aircraft X.

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Original NASA ASRS Text

Title: PLT TAXIING FROM RAMP TO HANGAR OCCUPIED RIGHT SEAT, FOUND OUT TOO LATE THAT RIGHT SEAT NOT EQUIPPED WITH BRAKES.

Narrative: I STARTED AN SMA X WITH THE INTENTION OF TAXIING FROM THE RAMP TO A HANGAR LOCATED ON THE AIR FIELD. THE MOVEMENT OF THE ACFT WAS NOT FOR THE PURPOSE OF FLT. MY FAMILIARITY WITH THE ACFT WAS RELATIVELY LOW. I HAD FLOWN IN THE ACFT AS A CHK PLT WITH A LICENSED PLT WHO OWNED THE ACFT. I HAD FLOWN MOSTLY FROM THE R SEAT AND WAS NEVER CALLED UPON TO HANDLE THE ACFT ON THE GND AND THUS WAS NOT REMINDED THAT THERE ARE NO TOE BRAKES IN THE SMA X FOR THE R SEAT. WHEN I GOT IN THE ACFT TO TAXI IT TO THE HANGAR AFTER THE FLT FOR THE DAY WAS OVER, I GOT INTO THE R SEAT, STARTED THE ACFT AND FOUND I WAS UNABLE TO STOP IT FROM THE R SEAT. I SIMULTANEOUSLY MOVED FROM THE R SEAT TO THE L SEAT AND PULLED BACK ON THE THROTTLE. I GOT MY FEET ON THE TOE BRAKES AND ALSO WAS TURNING THE ACFT WHEN THERE WAS CONTACT WITH ANOTHER PARKED ACFT. THE OTHER ACFT INVOLVED WAS SMT Y. THE DAMAGE TO SMT Y AND TO SMA X WAS MINOR. NO STRUCTURAL DAMAGE WAS INVOLVED. NEVERTHELESS, THE INCIDENT WAS RPTED TO THE NTSB THROUGH THE LCL FAA OFFICE, EVEN THOUGH IT WAS NOT REQUIRED TO BE RPTED. OBVIOUSLY, I SHOULD HAVE GOTTEN IN THE PLT'S SEAT BEFORE MOVING THE ACFT. AS AN INSTR I WAS USED TO BEING IN THE R SEAT AND SIMPLY FORGOT THAT NOT ALL OF THE NECESSARY CONTROLS WERE AVAILABLE FOR USE FROM THAT SEAT. THIS TYPE OF INCIDENT COULD BE PREVENTED BY USE OF A CHKLIST EVEN WHEN THE ACFT MOVEMENT IS NOT FOR PURPOSES OF FLT AND/OR ALWAYS USING THE PLT'S SEAT (THE L SEAT) WHEN OPERATING THE ACFT. FURTHER, THE ACFT MFR COULD AVOID THE PROB BY PLACING A PLACARD ON THE R SEAT REMINDING THE R SEAT OCCUPANT THAT THERE ARE NO BRAKES ON THE R SIDE OF AN SMA X.

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.