On November 29, 2004, about 1745 eastern standard time, an Embraer EMB-135BJ, N995CW, operated by Flight Options LLC., sustained substantial damage during a ground collision with a parked airplane, while taxiing after landing at the Cleveland-Hopkins International Airport (CLE), Cleveland, Ohio. The certificated airline transport flight crew, one cabin attendant and three passengers were not injured. Night visual meteorological conditions prevailed and an instrument flight rules flight plan had been filed for the flight that originated at the Washington Dulles International Airport (IAD), Dulles, Virginia. The positioning flight was conducted under 14 CFR Part 91.

While exiting taxiway "J" with the co-pilot steering the airplane from the left seat, the airplane entered a ramp area where scheduled maintenance was to be performed. However, another EMB-135BJ had been parked perpendicular to the ramp entrance, with its nose wheel approximately 30 feet from the front of a hangar, and with its tail approximately 45 feet from the edge of the ramp pavement.

According to written statements provided by the flight crew, per their standard operating procedures, they waited at the ramp entrance for a marshaller to assist them in parking. When one did not arrive, they decided to pass behind the parked airplane slowly, as close to the pavement edge as possible, and intended to park on its left side. As the pilot attempted to verbally direct the co-pilot and observe the position of the right wingtip, the airplane's right winglet collided with the parked airplane. At the time of the accident, the pilot had been awake since 0300.

Examination of both airplanes by the manufacturer revealed that the accident airplane sustained substantial damage to the right wing, and the parked airplane sustained only minor damage.

Dimensional data revealed that the overall wingspan of the accident airplane was 68 feet, 11 inches, and the overall length of the parked airplane was 86 feet, 5 inches. The ramp was approximately 156 feet wide. A diagram provided by a Federal Aviation Administration (FAA) inspector, showed that the marked centerline of the taxiway that led into the ramp area, was located 18 feet 5 inches from left side of the taxiway, but stopped short of the ramp area approximately 93 feet prior to where the accident took place. No non-movement area boundary markings were noted. The ramp had been repaved with asphalt approximately 36 days prior to the accident, and no markings existed to provide a visual cue to permit taxiing along a designated path, nor were any edge markings or edge lighting installed, to define the edge of the usable pavement.

Information obtained from the U.S. Naval Observatory for the Cleveland, Ohio area showed that sunset occurred at 1658 EST.

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