Narrative:

I was given clearance to taxi to runway 23. I proceeded northeast on the parallel taxiway and noticed a mitsubishi diamond jet perpendicular ahead and to my right. I slowed down (almost to a stop) and heard that he was spooled down and there was no vapor trail coming from the engines. The grass and trees to my left were also calm, showing no sign of jet blast. I continued the taxi and when I was directly behind the jet I heard the engines rapidly spool up. The jet blast took my C-152 up in the air onto its left wingtip and then almost vertically nose down attitude. The propeller hit the ground (both tips) and the plane came back down on its right main gear and then back on all 3 main tires. When I was vertical towards the ground I pulled out the mixture to avoid a fire. I was almost flipped onto my back (inverted). I couldn't tell if the engine ceased due to the mixture being leaned or due to the propeller striking the ground. I shut down all fuel and electrical equipment and looked for any sign of fuel leakage. None was detected so I turned the master on and contacted ground and told them what had happened. They contacted the diamond jet and told them 'they almost caused a serious accident and that they were supposed to contact them if they were going to do a full power run-up.' the 'mechanics' in the jet replied with a snicker, 'sorry, we were looking at the gauges.' the mechanics were told to contact the tower when they returned to the FBO. They never contacted them. I called the tower and they blamed the mechanics for not telling the tower. The mechanics blamed the tower for taxiing me behind them. I have recently found that the FAA is writing me up for an incident with no violation. They said since I'm the only pilot involved (the others were mechanics) that I was being written up. Why would a tower taxi an aircraft on the only parallel taxiway perpendicular to a possible jet which would be doing a full run-up? Why wouldn't the mechanics be responsible for jet blast just as PIC would be for damages? There are no set regulations for run- ups that I could find. Please help me in any manner possible with my current situation or any further actions that should take place to prevent this from occurring again. Callback conversation with reporter revealed the following information: reporter stated that he felt that the FAA inspector was admonishing him for taxiing behind the jet running up but no action was being taken. However, the reporter did listen to the tower tapes and could understand why there was confusion with regard to the mechanics understanding of holding their run-up until the small aircraft aircraft passed behind theirs. He further stated that the tower at no time asked him to hold before he crossed in back of the jet. Neither the tower or the mechanics running up the aircraft were aware of the reporter's encounter with the jet blast until the reporter called the tower after the incident.

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Original NASA ASRS Text

Title: SMA SEL TRAINING ACFT IS STRUCK BY JET BLAST DURING TAXI RESULTING IN DAMAGE TO THE ACFT'S PROP AND BOTH WINGTIPS.

Narrative: I WAS GIVEN CLRNC TO TAXI TO RWY 23. I PROCEEDED NE ON THE PARALLEL TXWY AND NOTICED A MITSUBISHI DIAMOND JET PERPENDICULAR AHEAD AND TO MY R. I SLOWED DOWN (ALMOST TO A STOP) AND HEARD THAT HE WAS SPOOLED DOWN AND THERE WAS NO VAPOR TRAIL COMING FROM THE ENGS. THE GRASS AND TREES TO MY L WERE ALSO CALM, SHOWING NO SIGN OF JET BLAST. I CONTINUED THE TAXI AND WHEN I WAS DIRECTLY BEHIND THE JET I HEARD THE ENGS RAPIDLY SPOOL UP. THE JET BLAST TOOK MY C-152 UP IN THE AIR ONTO ITS L WINGTIP AND THEN ALMOST VERTLY NOSE DOWN ATTITUDE. THE PROP HIT THE GND (BOTH TIPS) AND THE PLANE CAME BACK DOWN ON ITS R MAIN GEAR AND THEN BACK ON ALL 3 MAIN TIRES. WHEN I WAS VERT TOWARDS THE GND I PULLED OUT THE MIXTURE TO AVOID A FIRE. I WAS ALMOST FLIPPED ONTO MY BACK (INVERTED). I COULDN'T TELL IF THE ENG CEASED DUE TO THE MIXTURE BEING LEANED OR DUE TO THE PROP STRIKING THE GND. I SHUT DOWN ALL FUEL AND ELECTRICAL EQUIP AND LOOKED FOR ANY SIGN OF FUEL LEAKAGE. NONE WAS DETECTED SO I TURNED THE MASTER ON AND CONTACTED GND AND TOLD THEM WHAT HAD HAPPENED. THEY CONTACTED THE DIAMOND JET AND TOLD THEM 'THEY ALMOST CAUSED A SERIOUS ACCIDENT AND THAT THEY WERE SUPPOSED TO CONTACT THEM IF THEY WERE GOING TO DO A FULL PWR RUN-UP.' THE 'MECHS' IN THE JET REPLIED WITH A SNICKER, 'SORRY, WE WERE LOOKING AT THE GAUGES.' THE MECHS WERE TOLD TO CONTACT THE TWR WHEN THEY RETURNED TO THE FBO. THEY NEVER CONTACTED THEM. I CALLED THE TWR AND THEY BLAMED THE MECHS FOR NOT TELLING THE TWR. THE MECHS BLAMED THE TWR FOR TAXIING ME BEHIND THEM. I HAVE RECENTLY FOUND THAT THE FAA IS WRITING ME UP FOR AN INCIDENT WITH NO VIOLATION. THEY SAID SINCE I'M THE ONLY PLT INVOLVED (THE OTHERS WERE MECHS) THAT I WAS BEING WRITTEN UP. WHY WOULD A TWR TAXI AN ACFT ON THE ONLY PARALLEL TXWY PERPENDICULAR TO A POSSIBLE JET WHICH WOULD BE DOING A FULL RUN-UP? WHY WOULDN'T THE MECHS BE RESPONSIBLE FOR JET BLAST JUST AS PIC WOULD BE FOR DAMAGES? THERE ARE NO SET REGS FOR RUN- UPS THAT I COULD FIND. PLEASE HELP ME IN ANY MANNER POSSIBLE WITH MY CURRENT SIT OR ANY FURTHER ACTIONS THAT SHOULD TAKE PLACE TO PREVENT THIS FROM OCCURRING AGAIN. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATED THAT HE FELT THAT THE FAA INSPECTOR WAS ADMONISHING HIM FOR TAXIING BEHIND THE JET RUNNING UP BUT NO ACTION WAS BEING TAKEN. HOWEVER, THE RPTR DID LISTEN TO THE TWR TAPES AND COULD UNDERSTAND WHY THERE WAS CONFUSION WITH REGARD TO THE MECHS UNDERSTANDING OF HOLDING THEIR RUN-UP UNTIL THE SMA ACFT PASSED BEHIND THEIRS. HE FURTHER STATED THAT THE TWR AT NO TIME ASKED HIM TO HOLD BEFORE HE CROSSED IN BACK OF THE JET. NEITHER THE TWR OR THE MECHS RUNNING UP THE ACFT WERE AWARE OF THE RPTR'S ENCOUNTER WITH THE JET BLAST UNTIL THE RPTR CALLED THE TWR AFTER THE INCIDENT.

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.