Skyhawk 172/Cutlass 172
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 30; Flight Crew Total 3200; Flight Crew Type 1700
Conflict Ground Conflict; Critical; Ground Event / Encounter Aircraft
Air Traffic Control Issued Advisory / Alert; Aircraft Aircraft Damaged; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Human Factors
I was pilot not flying in Aircraft X along with another CFI. We were parked in the runup pad for Runway XXL; along with Aircraft Y to our left. I don't recall the distance Aircraft Y was from us; but it wasn't so close that I noticed. Aircraft Y called 'runup complete' to Ground Control and was instructed to taxi to the runway and monitor the Tower frequency. As the aircraft passed us; I felt our aircraft rock a little; almost as if there was considerable prop or jet blast from that side. I looked up and saw Aircraft Y leaving the pad; abeam our left wing; but he did not stop. I asked the PIC (the other CFI) if that aircraft had just clipped our wing. He responded to me that he believed it did. The PIC called Ground and told the Controller that Aircraft Y had just clipped our wingtip; and could he ask the aircraft not to depart. Ground must have relayed the request to Tower; because Aircraft Y did eventually taxi back to the runup pad.All pilots exited the aircraft and examined both wingtips. One airport fire/rescue truck arrived on scene; county security personnel came; and so did one instructor from the flight school which operated Aircraft Y. No one noted any damage at that time to either aircraft. The county personnel took a report; and the pilots returned to the respective aircraft. While we were discussing what to do; Aircraft Y once again taxied to the hold line and was Number 1 for takeoff. I heard Tower tell Aircraft Y something to the effect of 'FSDO asked us to hold your release'. I'm not sure I heard that correctly because it sounded very unusual; but sure enough; Aircraft Y did not depart but taxied elsewhere. Just a few seconds after that; the county personnel gave us a hand signal to shut down the engine. She came over and told us that the FSDO didn't want to release anyone and that we should not move the aircraft at all. Again; this sounded very unusual; and we weren't sure if we should stay there or taxi back to parking. Then Tower told us (through the county personnel; who had a hand-held radio) that a FSDO representative was on the way to inspect both airplanes. It was going to be a while before anyone arrived; so we could at our discretion reposition the aircraft to parking.After that; I had to leave the area due to other commitments. I learned later; after talking to the PIC who did meet with the FSDO Inspector(?); that there was a light shield or reflector; mounted under the wing just inboard from the tips; that appeared to be slightly bent on our aircraft. An A&P IA came out to inspect it; and he was able to sign off the aircraft as airworthy. However; I believe the other aircraft was more substantially damaged. I was told that on the upper surface of the right wing of Aircraft Y; there was a crease and one or more gouges that were not readily visible upon our first inspection in the runup area. It's quite possible that aircraft became unairworthy after the collision.The pilot of Aircraft Y was a student pilot on a solo flight. He told us that he did not realize that his airplane touched ours at all; until the Tower relayed our message. Though I can believe he may not have felt a bump; I don't think he was paying close enough attention to where he was taxiing as he left the pad. I try to teach my students to be very cognizant of where the wing tips are when taxiing; and I don't think this pilot looked to ensure clearance as he passed us.On our side; there's not anything we could have done to have prevented the collision; since we were totally stationary before; during; and after the moment of impact. I do think the other pilot learned his lesson; but certainly some extra training would be warranted for reinforcement. I do think that we should have looked at our own aircraft more extensively; beyond just the wingtip. If we had seen the bent shield/reflector/whatever it is; I do think we would also have told the pilot of Aircraft Y to more closely examine the upper surface of his wing before he decided to try to takeoff again.
C172 pilot reports having his left wingtip bumped by the right wingtip of another C172 taxiing out of the runup area. The Tower is advised and eventually the other aircraft returns to the runup pad where minor damage is found to have occurred to both wingtips.