A small single engine aircraft pilot reported jet blast from a jet taxiing ahead of them onto the runway caused them to tip resulting in a prop strike and wingtip contacting the ground.

Narrative

After completing my runup; and exiting the runup pad at the end of Runway XX on Taxiway XX; I positioned myself for departure after the CL30; which was number 1; holding short of the runway. I was cognizant of the fact that jet aircraft generate jet blast; so I exited the runup pad in a direction opposite to the path to the runway; to put more space between my aircraft and the jet. After I believed I had enough space between myself and the jet; I turned my aircraft around; and stopped before becoming aligned with the center line of the jet's engines; as I did not wish to taxi closer to the jet. I was already on Local Control frequency; as I typically switch upon entering the run up pad. After an arrival crossed the threshold of the runway; the jet was given a Line up and wait (LUAW) instruction. Expecting to feel the effects of jet blast; I input a crosswind correction consistent with how I was aligned relative to the jet.The jet blast was significantly stronger than anticipated; and it lifted the right wing of the aircraft; tipping it briefly toward its left wingtip; causing the prop to strike the ground. I informed the Tower of the incident and requested taxi back to the ramp; where I shut down and parked. The jet departed normally; and there was no communication with the jet regarding the incident on frequency. I think a major contributing factor to this incident is how little information exists for pilots of small aircraft on mitigating the risk of jet blast incidents. Most information available seems to be directed at flight crews of jet aircraft. AIM states: During ground operations; jet blast; prop wash; and rotor wash can cause damage and upsets if encountered at close range. Pilots should consider the effects of jet blast; prop wash; and rotor wash on aircraft; vehicles; and maintenance equipment during ground operations. There is no information about what constitutes close range; and how the effects should be considered or mitigated by pilots of light aircraft. The AFM/POH of jet aircraft contain the jet blast data; and these are not available to pilots of other types. The ASRS jet blast page also has suggestions for flight crews of jets; but nothing for small aircraft pilots.Additionally; there should be a change made to how aircraft should re-enter the departure sequence after a runup. At this airport; aircraft generally enter the runup pad after being taxied by Ground Control. After a runup; the pilot inserts himself back into the departure sequence on the taxiway; without talking to Ground Control or Local Control. This practice puts an unfair obligation on the pilot to insert himself into a sequence which should be set by the Ground Controller; or Local Controller. During a heavy departure push; a pilot; after completing a runup; may have to insert his aircraft in line closer than may be appropriate. If instead; the practice was to remain in the pad and call for departure; ATC could more safely build an appropriate gap in which to put a light aircraft; without the risk of a jet blast encounter. Finally; there is no way to know if the amount of power applied by the jet was an appropriate amount of thrust; necessary for breakaway; or if the pilot of the jet was frustrated by the long departure queue and applied power more aggressively than necessary for the operation.