Part 135 Air Taxi Pilots reported entering a small taxiway that was not large enough for their aircraft and there was a faded X on the pavement. After parking the pilots stated they were informed their wing tip had made contact with another parked aircraft.
Synopsis
Part 135 Air Taxi Pilots reported entering a small taxiway that was not large enough for their aircraft and there was a faded X on the pavement. After parking the pilots stated they were informed their wing tip had made contact with another parked aircraft.
Narrative
During taxi-in to [the FBO ramp] from Taxiway 1; a marshaller was in a position that looked inappropriate for my aircraft to negotiate (very sharp turn and requirement to taxi very closely to the ramp edge and unpaved area in the dark). I saw another entry to the FBO ramp from Taxiway 2; but once on taxiway 2 the entry to the ramp was found to be marked; after entering taxiway 2; as unusable. Taxi was continued on taxiway 3. As we continued on taxiway 3 we noted the close proximity of aircraft to the taxiway and moved to the right of the taxiway 3 centerline; away from the parked aircraft; but were limited by the location of structures on the right. We continued on taxiway 3 to rejoin taxiways 4; 5 and 1 back to the FBO ramp. On arrival to the ramp; we were notified that the left wingtip had made contact with the tails (rudders) of aircraft parked closely to taxiway 3 as we negotiated our way through to taxiway 4. I had no indication during taxi that contact was made with the parked aircraft.Post incident thoughts- The ZZZ airport diagram (TPP Airport Diagram; Jeppesen 10-9) is not accurate with regard to the taxiways and ramp locations with regard to the FBO ramp; the grassy strip between the ramp and taxiway; nor does it display the closed entry to the ramp from taxiway 3. These would have contributed greatly to preventing the occurrence that followed; as I would have chosen not to enter taxiway 3; from which the only exit was continuance of taxi on taxiway 3 to taxiway 4 (The Jeppesen taxi diagram was displayed on our MFD for reference). The tower/ground controller could have provided input regarding use of taxiway 3; as they obviously were observing our progress as we asked for continued taxi and their notification to the FBO ramp crew upon our return to the ramp that contact may have been made with other aircraft. Also contributing to the incident may have been an inappropriate OFA (Object Free Area) with regard to the aircraft tie-down areas adjacent (West) of taxiway 3 without notice via NOTAM; airport diagram or A/FD (Airport/Facility Directory; Chart Supplement) of possible hazards associated with taxiway 3 for aircraft (wingspan limitations; etc.) as normally found on airport diagrams such as ZZZ1 and others.Any or all of these factors would have allowed a far more informed decision to simply stop and ask for a tow-in to the [FBO] ramp. Continuing the taxi on taxiway 3 was a matter of quick risk analysis that in the end; without enough information and light in the area turned out to be faulty.
Second reporter narrative
After landing at ZZZ we began our taxi to [the FBO]. We landed on runway XY; and we were instructed to taxi [taxiway 1] and cross runway XX then Taxiway 1; Taxiway 2 into parking. We followed that instruction and turned left on Taxiway 2 when we saw the line guy ready to park us. He intended to park us in a way where we would have to do a tight 180 deg turn. We opted to use taxiway 3 for more room in order to safely make that turn to parking because we saw; in the grass between Taxiway 3 and the parking ramp; a short taxiway that we thought we could use. As we approached that short taxiway; we saw that it had a yellow X on it indicating that it was unusable. At this point; we realized that Taxiway 3 was too narrow to turn around; and there were no other place that we could turn around. We decided to continue toward forward on Taxiway 3 in order to continue to Taxiway 4; turn left; then another left on Taxiway 3; to come around for another attempt at parking. We taxied slowly and monitored the wingtip clearances carefully as it was a narrow taxiway. I kept the captain aware of any obstacle proximity to the right wing tip. We arrived at Taxiway 4; turned left and followed Taxiway 4 to Taxiway 1; then again left on Taxiway 2 and into parking at a different spot which was easier to maneuver into.We were made aware of possible contact with another aircraft after we parked. Due to being very dark; and no sign of any contact with another aircraft; we had no indication that anything was wrong.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.