A SAAB 340 RETURNING TO ITS GATE FOR ADDITIONAL FUEL EXPERIENCED A TAIL PIPE OVERHEAT REQUIRING AN ENG SHUTDOWN. WHILE TAXIING INTO A CONGESTED GATE SINGLE ENG; THE ADJACENT ACFT'S WINGTIP WAS CONTACTED.

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WE WERE OPERATING FLT ZZZ TO ZZZ1 IN ACFT. ON TAXI OUT; ALL EVENTS WERE NORMAL. THERE WAS A SLIGHT DELAY AS WE ACCOMPLISHED NORMAL FIRST FLT OF THE DAY CHKS. AS WE CONTINUED OUR TAXI OUT TO THE RWY; OPS ADVISED US THAT DISPATCH WANTED US TO RETURN TO THE GATE TO TAKE ON MORE FUEL AND GET IN TOUCH WITH THEM. AS WE WERE TAXIING BACK TOWARDS THE GATE WE RECEIVED A L ENG TAIL PIPE HOT WARNING. WE STOPPED ON THE TXWY AND ACCOMPLISHED THE QRH PROC WHICH LED US TO A L ENG SHUTDOWN. OPS ASSIGNED US TO THE SAME AREA AS WE HAD ORIGINATED FROM. BECAUSE OF THE LOCATION OF THE SPOT; A R TURN WAS REQUIRED TO PARK IN POS. BOTH MARSHALLERS WERE IN PLACE; 1 ON THE ENTRY LANE AND 1 ON THE PARKING SPOT AS THESE ARE PERPENDICULAR TO EACH OTHER. AS WE MADE THE TURN INTO THE SPOT; OUR L WING CONTACTED THE R WING OF ANOTHER SAAB THAT WAS SITTING NEXT TO OUR SPOT. THE MARSHALLER AT THE TOP OF THE SPOT GAVE ME A STOP SIGNAL BUT WE HAD CONTACTED THE OTHER ACFT ALREADY. WE DON'T NORMALLY TAXI WITH AN ENG SHUTDOWN. BECAUSE A R TURN WAS REQUIRED TO ENTER THE SPOT; HAVING THE L ENG SHUT DOWN MADE IT DIFFICULT TO MAKE AS TIGHT A TURN. HOWEVER; WE WERE UNDER THE DIRECTION OF THE MARSHALLING CREW AND THEY WERE THE LAST LINE OF DEFENSE TO KEEP THE WING FROM HITTING ANYTHING IN THE AREA. THEY DID NOT GIVE US AN INDICATION THAT WE WERE GOING TO IMPACT THE OTHER ACFT. REACTION: BOTH CREWS OF BOTH ACFT SHUT DOWN THEIR RESPECTIVE ENGS. IT WAS QUICKLY DETERMINED THAT NO ONE HAD BEEN INJURED. BECAUSE OF THE INCIDENT; OPS AND MAINT WERE ADVISED OF THE EVENT AND LOGBOOK ENTRIES WERE MADE. IT WAS RECOMMENDED THAT WE DEPLANE. MAINT SUGGESTED THAT SINCE OUR WING OVERRODE THE OTHER WING THAT WE DEPLANE FIRST AND THEN A TUG WAS ATTACHED TO THE OTHER PLANE AND TOWED FORWARD TO SEPARATE THE ACFT.