Narrative:

While flying from hts at FL180 we were notified by center that hts operations was concerned we may have damage to the aircraft from hitting a taxiway light. They asked if we had any issues or known damage. We advised ATC that we were not experiencing any problems and didn't believe we hit a taxiway light but would inspect and report after landing. The copilot and I then reviewed our taxi route charts and were unable to determine where we may have hit a light. We again reviewed the taxi diagram (as we had during our before taxi brief) with emphasis on hot spot 2 and the remarks and comments.reconstruction of events leading to propeller strike. This is based on a review of charts and satellite imagery of the hts airport. I was performing the duties of captain. We were scheduled to fly three legs. The first legs were uneventful and we were on time as scheduled. As we had a long layover at hts we ate a late lunch/early dinner and returned to the airport. We then relaxed in the pilot lounge and I napped. The passengers informed me they would arrive early and I adjusted my IFR flight plan.the weather had been lousy at hts with a mixture of frozen precipitation; so we had the airplane placed in a heated hangar. When the passengers arrived; we loaded them into the airplane in the hangar and we were towed out. The copilot had obtained the ATIS and clearance prior to the passengers' arrival. After starting engines; we completed the after engine start and before taxi checklist. We then obtained instructions to taxi to runway 30 via taxiway foxtrot and alpha. Prior to taxi we reviewed the taxi diagram; completed our takeoff and departure brief; and I informed the copilot that I was turning on the 'hot 5' prior to taxi. We would take off with engine anti ice on in anticipation of climbing through icing conditions.we then began our taxi. It was a little tight on taxiway F as we passed by service vehicles on the left side of foxtrot. We monitored closely as we passed. We then turned left onto a and continued towards runway 30. Prior to taxi we noted hot spot 2; which focused on the area between the runway and a service road adjacent to taxiway B. The remarks indicated that taxiway B had been relocated southeast and the old taxiway B was being used for service vehicles. There was also a wingspan restriction of 127 feet; which we were well within limits with a wingspan of 58 feet. No reason was given for the restriction. We later learned it was due to a building located between taxiway a and runway 30. That building is not depicted on the airport diagram. Additionally; hot spot circle 2 is drawn exclusive of taxiway alpha and there were no remarks or comments or graphic of a jog in the taxiway or that a handful of taxi lights were located on the paved surface on what I presume was the original taxiway. I did not anticipate any anomalies that would affect us after reviewing available information. As we passed taxiway C the copilot informed the controller we would be ready for takeoff upon reaching (runway 30). The controller then cleared us for takeoff. As the takeoff clearance was being given; I saw the ILS hold short sign ahead and was focusing on the taxiway after that area which was again a straight line from my vantage point at that time. Throughout the taxi I was following the yellow line; however; I believe as we passed the area just after taxiway C I was focusing on the taxiway farther ahead and not directly in front of the aircraft.when talking with the operations folks at hts; I was informed the taxiway doglegs left and then back right at the location near B. I was also told that [the] taxi lights we struck also jog to the left and are on the asphalt; not on the grass. I did not see that deviation on the airport diagram nor did I visually notice the jog as I taxied. Therefore; I continued straight ahead on the asphalt instead; making the short arcing turn to the left and then back to the right. Also; I did not see anyblue taxiway lights that [were] in my path at this time. I also didn't see anything on the taxi diagram that made me think that the taxiway would arc left then back to the right. There is a bump out on the taxiway to the left at this point; making it look as if the taxiway is only wider; not jogging left. I assumed this was possibly a run-up area. Also; on the taxi diagram; the right side of taxiway a (as you taxi towards runway 30) appears to be on the same line (no deviations nor bump jogging left is indicated) that would have given me cause to look for a 'dogleg' in the taxiway. Reviewing daytime overhead satellite imagery; the jog is apparent. However; the taxiway visual while taxiing on alpha to runway 30 remains quite straight. Also the building which is the cause of the wing restriction is not depicted on the taxi chart either. Throughout the taxi; neither myself nor the copilot recall any unusual noises. In hind sight; I believe that was in the general area of taxiway B. There was nothing that indicated to me we had struck an object. At this time; my taxi and landing lights were on. It is possible that those lights; along with the farther down the taxiway were washing out the few blue taxi lights that were supposed to signal the dogleg. Neither myself nor my copilot saw those lights.not realizing anything unusual had happened; we took the runway and the subsequent takeoff and climb out were completely normal. It wasn't until we were more than halfway to ZZZ that ATC advised us that they were concerned we may have unknowingly struck a taxiway light and may have damage. I informed them we didn't have any indication of doing so and that everything was normal. We began to discuss possible damage if we had hit a light. We reviewed the chart again and were at a loss for how that could have happened. ATC requested we contact hts operations upon arrival and let them know if we had any visible evidence on the airplane.as a precaution; on the approach into ZZZ we requested crash fire rescue equipment be standing by and requested a little more space on the ILS xxr to ensure the landing gear would extend and lock normally. The landing and touch down roll were uneventful. Upon post flight examination we discovered leading edge damage to two of the four propeller blades on the right engine; consistent with a taxiway light strike. The damage consisted of a few large dings on the blades and some yellow paint; but no metal was missing. Throughout the flight; all indications were that both propellers and engines were performing normally. On the approach; the landing gear extended normally and an inflight test of the brakes indicated we had brake pressure. Additionally; the passengers were briefed on the situation and potential emergency procedures prior to initiating our approach.I believe the jog in taxiway alpha adjacent to taxiway B is a poor design and difficult to see at night. This was my first time on taxiway a. I also believe the hot spot 2 depiction; notes and comments are inadequate. The actual HS2 circle doesn't even overlay on taxiway a. I believe the blue taxiway lights on the pavement that are there to show the dogleg should be flush with the ground to prevent the possibility of damaging an aircraft. Lastly; the airport taxiway diagram should clearly identify the rather drastic turn in the road.

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Original NASA ASRS Text

Title: A twin engine turboprop Captain reported finding out inflight they may have a taxiway light on taxi out for takeoff.

Narrative: While flying from HTS at FL180 we were notified by Center that HTS Operations was concerned we may have damage to the aircraft from hitting a taxiway light. They asked if we had any issues or known damage. We advised ATC that we were not experiencing any problems and didn't believe we hit a taxiway light but would inspect and report after landing. The copilot and I then reviewed our taxi route charts and were unable to determine where we may have hit a light. We again reviewed the taxi diagram (as we had during our before taxi brief) with emphasis on Hot Spot 2 and the remarks and comments.Reconstruction of events leading to Propeller Strike. This is based on a review of charts and satellite imagery of the HTS Airport. I was performing the duties of Captain. We were scheduled to fly three legs. The first legs were uneventful and we were on time as scheduled. As we had a long layover at HTS we ate a late lunch/early dinner and returned to the airport. We then relaxed in the pilot lounge and I napped. The passengers informed me they would arrive early and I adjusted my IFR flight plan.The weather had been lousy at HTS with a mixture of frozen precipitation; so we had the airplane placed in a heated hangar. When the passengers arrived; we loaded them into the airplane in the hangar and we were towed out. The copilot had obtained the ATIS and Clearance prior to the passengers' arrival. After starting engines; we completed the after engine start and before taxi checklist. We then obtained instructions to taxi to Runway 30 via taxiway Foxtrot and Alpha. Prior to taxi we reviewed the taxi diagram; completed our takeoff and departure brief; and I informed the copilot that I was turning on the 'Hot 5' prior to taxi. We would take off with engine anti ice on in anticipation of climbing through icing conditions.We then began our taxi. It was a little tight on taxiway F as we passed by service vehicles on the left side of Foxtrot. We monitored closely as we passed. We then turned left onto A and continued towards Runway 30. Prior to taxi we noted Hot Spot 2; which focused on the area between the runway and a service road adjacent to taxiway B. The remarks indicated that taxiway B had been relocated southeast and the old taxiway B was being used for service vehicles. There was also a wingspan restriction of 127 feet; which we were well within limits with a wingspan of 58 feet. No reason was given for the restriction. We later learned it was due to a building located between taxiway A and Runway 30. That building is not depicted on the Airport Diagram. Additionally; Hot Spot Circle 2 is drawn exclusive of taxiway Alpha and there were no remarks or comments or graphic of a jog in the taxiway or that a handful of taxi lights were located on the paved surface on what I presume was the original taxiway. I did not anticipate any anomalies that would affect us after reviewing available information. As we passed taxiway C the copilot informed the controller we would be ready for takeoff upon reaching (Runway 30). The controller then cleared us for takeoff. As the takeoff clearance was being given; I saw the ILS hold short sign ahead and was focusing on the taxiway after that area which was again a straight line from my vantage point at that time. Throughout the taxi I was following the yellow line; however; I believe as we passed the area just after taxiway C I was focusing on the taxiway farther ahead and not directly in front of the aircraft.When talking with the operations folks at HTS; I was informed the taxiway doglegs left and then back right at the location near B. I was also told that [the] taxi lights we struck also jog to the left and are on the asphalt; not on the grass. I did not see that deviation on the Airport Diagram nor did I visually notice the jog as I taxied. Therefore; I continued straight ahead on the asphalt instead; making the short arcing turn to the left and then back to the right. Also; I did not see anyblue taxiway lights that [were] in my path at this time. I also didn't see anything on the taxi diagram that made me think that the taxiway would arc left then back to the right. There is a bump out on the taxiway to the left at this point; making it look as if the taxiway is only wider; not jogging left. I assumed this was possibly a run-up area. Also; on the taxi diagram; the right side of taxiway A (as you taxi towards Runway 30) appears to be on the same line (no deviations nor bump jogging left is indicated) that would have given me cause to look for a 'dogleg' in the taxiway. Reviewing daytime overhead satellite imagery; the jog is apparent. However; the taxiway visual while taxiing on Alpha to Runway 30 remains quite straight. Also the building which is the cause of the wing restriction is not depicted on the taxi chart either. Throughout the taxi; neither myself nor the copilot recall any unusual noises. In hind sight; I believe that was in the general area of taxiway B. There was nothing that indicated to me we had struck an object. At this time; my taxi and landing lights were on. It is possible that those lights; along with the farther down the taxiway were washing out the few blue taxi lights that were supposed to signal the dogleg. Neither myself nor my copilot saw those lights.Not realizing anything unusual had happened; we took the runway and the subsequent takeoff and climb out were completely normal. It wasn't until we were more than halfway to ZZZ that ATC advised us that they were concerned we may have unknowingly struck a taxiway light and may have damage. I informed them we didn't have any indication of doing so and that everything was normal. We began to discuss possible damage if we had hit a light. We reviewed the chart again and were at a loss for how that could have happened. ATC requested we contact HTS operations upon arrival and let them know if we had any visible evidence on the airplane.As a precaution; on the approach into ZZZ we requested CFR be standing by and requested a little more space on the ILS XXR to ensure the landing gear would extend and lock normally. The landing and touch down roll were uneventful. Upon post flight examination we discovered leading edge damage to two of the four propeller blades on the right engine; consistent with a taxiway light strike. The damage consisted of a few large dings on the blades and some yellow paint; but no metal was missing. Throughout the flight; all indications were that both propellers and engines were performing normally. On the approach; the landing gear extended normally and an inflight test of the brakes indicated we had brake pressure. Additionally; the passengers were briefed on the situation and potential emergency procedures prior to initiating our approach.I believe the jog in taxiway Alpha adjacent to taxiway B is a poor design and difficult to see at night. This was my first time on taxiway A. I also believe the Hot Spot 2 depiction; notes and comments are inadequate. The actual HS2 circle doesn't even overlay on taxiway A. I believe the blue taxiway lights on the pavement that are there to show the dogleg should be flush with the ground to prevent the possibility of damaging an aircraft. Lastly; the airport taxiway diagram should clearly identify the rather drastic turn in the road.

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.