Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Confusion; Communication Breakdown
Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Aircraft; Ground Incursion Taxiway
Procedure; Environment - Non Weather Related; Aircraft
While taxing to our gate area I taxied past our parking spot. We did not see the ground crew. There were two other aircraft parked. One aircraft was parked deeper than the other. This made me think that the one parked deeper was not at a jet bridge but on the open ramp where a ramp is placed up to the aircraft for the passengers. As I passed the the plane I realized that I was wrong and that I passed my spot. With the aircraft at gate two parked that deep I believed that I could make a u-turn. I had a ground personnel marshal me through the turn. He was giving me the signal to continue. As I neared the exhaust area of the parked aircraft he signaled to stop. He used his flashlight to check the area and signaled me to continue. I cleared the tail of the parked aircraft and and was still being given the clear hand signal. Then as the turn was nearly complete the ground crew guy giving me signals started to maneuver over to where I would line up in my parking spot. Then I felt something like you would if you taxied over a drain on the ramp and stated 'what was that.' When I observed a mechanic walking out I realized that I had made contact with the other aircraft. I should have set the brake and asked for a tug to maneuver the aircraft back to its parking spot. The preventative measure would be to never maneuver the aircraft at anytime you suspect the room to safely maneuver is in question.
As we turned onto the back taxiway we saw two company aircraft parked. The position of the two planes made it look as if one aircraft was on the hard stand; at gate X3; and the other was at gate X2. The X2 gate is positioned closer to the terminal than gate A1 and appeared as if the aircraft parked there is on the hard stand when both gates X1 and X2 are occupied. X3 is a cramped gate and its view is blocked by gate Y6; which was occupied. The taxi line to X1 is arced in a way that makes it look as if the taxi line turns behind the aircraft on X1. This led us to believe X1 was open. After we realized that X1 was occupied the Captain brought the aircraft to a stop. I told the Captain that I would call for a tug. The Captain thought a 180 turn could be made and started the turn. I thought the turn was tight; but since a marshaler was below the aircraft on gate X2; the turn could continue. At no time did the marshaler indicate for us to stop the turn while I could see him. He gave the proper signal for being clear of the other aircraft. When the nose of our plane passed the tail of the other aircraft; there was a fair amount of distance between the two aircraft. This distance was enough that I thought the radius of our wing would clear the other aircraft. I could not see the wing out of the Captain's window or the marshaler when the two aircraft came into contact. It is obvious now that we should have gotten a tug to pull us into the gate. I believe that it would have been prudent to have taken more time to make the decision to make the 180 degree turn on the ramp. I had attempted an in range call several times and never received a response from operation at VPS. If we had known the gate; this may have prevented us from overshooting our gate. Also; it might be valuable if the wing walker is positioned in a way that is more easily seen by incoming aircraft.
Air carrier flight crew reported while maneuvering into parking spot; aircraft made contact with another airplane.