Duchess 76
Flight Crew Instrument; Flight Crew Private
Flight Crew Last 90 Days 23; Flight Crew Total 426; Flight Crew Type 20
Situational Awareness; Training / Qualification
Conflict Ground Conflict; Less Severe; Ground Event / Encounter Object
Flight Crew Became Reoriented; General Maintenance Action
Airport; Procedure; Human Factors
As a single-engine qualified private pilot with an instrument endorsement; I was conducting a training flight in a multi-engine; BE-76; with my instructor. I was on the controls; and my instructor was providing instruction. I recorded a complete; detailed; personal report of the entire day's events; but will limit this description to be more concise. Normal and complete preflight; engine start and checklist usage. Picked up ATIS; 330@6 V10 CLR 22/16 30.06 RWY XY; and taxi instructions from the ramp. During taxi to run-up area next to RWY XY; another single plane was conducting their run-up. I verbalized; 'I'm going on far side'. As I passed the front of the aircraft; facing the taxiway; I said; 'not enough room there'. Stopped in position; we discussed whether I could safely pass behind the aircraft. I was encouraged that I could and should pass behind the aircraft.I proceeded extremely slowly and cautiously. I was acutely aware of the proximity of the other aircraft. I noticed the two occupants of that aircraft watching us intently as well. In retrospect; I could say I was fixated on them; and paying them too much attention. As I gingerly continued to inch forward; my instructor said; 'you have 10 feet on this side; keep going;' as he cautioned me to stay in the run-up area; yet intended me to continue. I proceeded. I did not detect a noise; but my instructor asked 'did you hit a light?' I stopped. 'What did you hit it with?' he asked. I turned to the right towards the taxiway; and looked over my right shoulder; through the rear right side window and noticed the blue covers on one of the lights was broken; but it appeared otherwise intact and undamaged. I said 'I got it; should we shut down?' After considering it for a minute my instructor said 'we need to go back; call ground.' I did so; returned back without further incident. I concentrated on taxiing back. My instructor may have pulled out his phone; and began contacting the required people; because maintenance met us at the plane on the ramp. My instructor also notified ground operations; the tower; and the aircraft owner. When the ops vehicle arrived the gentleman asked us; 'Anybody hurt? Looks like the aircraft was not damaged?' My instructor said; 'Nobody was hurt; actually the prop was nicked on the outer edge; he was the pilot in command'; as he motioned to me. I personally disagreed; but said nothing; and complied. I provided my driver's license and phone number; as requested; and was informed that they didn't need anything further; would not likely take any further action; other than report the minor damage to the aircraft. I was told the airport would replace the lens; and I would not be financially responsible for that.In conclusion; this event was easily preventable with better aeronautical decision making. I should have relinquished control of the aircraft to my instructor. I was never comfortable to proceed as I did; but did so anyway. Alternatively; I should have asserted that it would be preferable to call ground; taxi back on the taxiway; and utilize the large remaining unoccupied area of the run-up area. Either would have worked. I attribute my failure to do so; on my lack of aeronautical experience; combined with the student/instructor dynamic in which I still looked to my instructor for direction; and was in the habit of blind compliance. I have suspended my flight training for the time-being.
BE76 pilot-in-training reported contacting a taxiway light in the run-up area while maneuvering in close proximity to another aircraft.