Amateur/Home Built/Experimental
Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Multiengine
Flight Crew Last 90 Days 75; Flight Crew Total 15000; Flight Crew Type 280
Situational Awareness; Distraction; Communication Breakdown
ATC Issue All Types; Conflict Ground Conflict; Critical; Ground Event / Encounter Aircraft
Aircraft Aircraft Damaged; Flight Crew Became Reoriented
Procedure; Human Factors; Aircraft; Airport
After landing and clearing Runway XX to the west; I was 'cleared via taxiway A; hold short of Runway XX at A6.' The clearance to cross was 'cleared to cross Runway XX at A6; to B6.' Upon completing the crossing I asked Ground Control if I was cleared to taxi via taxiway B to my parking spot; as that had not been included in the clearance to cross. They confirmed I was cleared to taxi via Bravo.Near the approach end of Runway XX; Taxiway B jogs to the west; ending in a hold-short marking for Runway XX. Another taxiway continues with a turn to the east; to enter an uncontrolled section of the airport.As I turned to keep on the centerline of B; just as I was about to begin a left turn back into the parking area; I saw another airplane in front of me. I braked hard; but my right outer wing panel contacted this airplane's rudder. Damage to my airplane was a gash in the fiberglass/composite leading edge. The other airplane sustained what appeared to be solely cosmetic damage to the rudder.Both I and the pilot of the other airplane let Ground Control know there had been aircraft-to-aircraft contact; and that we would be holding our positions. We both shut down and met at the aft end of the [other aircraft]; where we noted the damage(s).There are a couple of contributing factors to this event. First is that my airplane has conventional landing gear. Seeing anything in the right forward quadrant is not possible from the left seat; without executing fairly pronounced s-turns while taxiing. I have been in the habit of doing these turns during the 3+ years I've flown this airplane; and had done so during this taxi in. I do not know why I did not note this airplane being at the intersection of Taxiway B and the taxiway leading into the parking area. Second; the airplane I struck was holding short of Runway XX; awaiting departure clearance. But the airplane was well back from the runway hold short striping. If it had been at the actual hold short point; I likely would not have struck it. This does nothing to reduce my responsibility for seeing and avoiding; but was a factor. Third; the Ground Controller issued no information about an airplane on taxiway Bravo near the Runway XX hold short point. I do not know if this was a required advisory call; but it would have alerted me to the possibly obstructed routing into the parking area. None of these three things absolves me from seeing and avoiding this airplane. They were contributing factors.In accident investigation circles; some refer to the 'Swiss cheese' theory of accident events - that a series of things have to happen; and all of them have to line up; before a mishap occurs. As in Swiss cheese; there are lots of holes; but they are not lined up; so nothing gets through. This was a case of the holes lining up.
Experimental aircraft pilot reported making contact with another aircraft during taxi.