Narrative:

After receiving clearance from lgb ground control to taxi to the active runway for departure, I proceeded via the appropriate txwys to the assigned clearance point. While taxiing on a designated taxiway, I encountered jetblast from 1 of 2 jets positioned approximately 250 ft south of my taxi position and taxiway. One of the jets, unbeknownst to me, was performing engine thrust tests of its right engine, which was expelling the thrust across the taxiway I was using. Prior to encountering the jetblast, I had made eye contact with 2 safety lookout personnel of the site where the engine tests were being performed. I received no indication from either of the safety lookouts regarding the jet being pwred up and its exhaust being blown/directed across my path. I observed the taxiway ahead of me and saw no indication of jetblast or turbulence crossing my path. Also, I had received no caution or warning from ground control regarding possible jetblast. Given the above factors, I decided to continue taxiing (slowly) on the taxiway. Upon reaching a position which placed me directly behind the jet aircraft, still approximately 250 ft away, the C206 I was operating was violently blown several ft to the right and rolled to the right side. The left wingtip/wing began to rise upward and the right wingtip struck the pavement. The C206 then nosed over and the propeller struck the pavement. The airplane then fell back onto its landing gear, was bounced about momentarily, then came to rest in the upright position. My decision to continue taxiing my aircraft behind the jet was based on the following: 1) no caution of jetblast from the tower. 2) no warning given to me or indicated to me by the safety lookout personnel. 3) no indications of jetblast across the taxiway ahead of me. 4) the distance (approximately 250 ft) that I would be crossing behind the jet. I don't fault any particular one of these factors (or lack of), however, it was these factors that I took into consideration when making my decision. Having since though about the incident, I realized that if I had just stopped on the taxiway prior to reaching that critical point, and called up the tower to ask the status of the jet's operations, this whole incident may have been avoided.

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Original NASA ASRS Text

Title: C206 TAXIING OUT FOR TKOF WAS BLOWN UP ON ITS R WING AND NOSE BY THE JETBLAST OF AN EXECUTIVE JET DOING AN ENG RUNUP TEST.

Narrative: AFTER RECEIVING CLRNC FROM LGB GND CTL TO TAXI TO THE ACTIVE RWY FOR DEP, I PROCEEDED VIA THE APPROPRIATE TXWYS TO THE ASSIGNED CLRNC POINT. WHILE TAXIING ON A DESIGNATED TXWY, I ENCOUNTERED JETBLAST FROM 1 OF 2 JETS POSITIONED APPROX 250 FT S OF MY TAXI POS AND TXWY. ONE OF THE JETS, UNBEKNOWNST TO ME, WAS PERFORMING ENG THRUST TESTS OF ITS R ENG, WHICH WAS EXPELLING THE THRUST ACROSS THE TXWY I WAS USING. PRIOR TO ENCOUNTERING THE JETBLAST, I HAD MADE EYE CONTACT WITH 2 SAFETY LOOKOUT PERSONNEL OF THE SITE WHERE THE ENG TESTS WERE BEING PERFORMED. I RECEIVED NO INDICATION FROM EITHER OF THE SAFETY LOOKOUTS REGARDING THE JET BEING PWRED UP AND ITS EXHAUST BEING BLOWN/DIRECTED ACROSS MY PATH. I OBSERVED THE TXWY AHEAD OF ME AND SAW NO INDICATION OF JETBLAST OR TURB XING MY PATH. ALSO, I HAD RECEIVED NO CAUTION OR WARNING FROM GND CTL REGARDING POSSIBLE JETBLAST. GIVEN THE ABOVE FACTORS, I DECIDED TO CONTINUE TAXIING (SLOWLY) ON THE TXWY. UPON REACHING A POS WHICH PLACED ME DIRECTLY BEHIND THE JET ACFT, STILL APPROX 250 FT AWAY, THE C206 I WAS OPERATING WAS VIOLENTLY BLOWN SEVERAL FT TO THE R AND ROLLED TO THE R SIDE. THE L WINGTIP/WING BEGAN TO RISE UPWARD AND THE R WINGTIP STRUCK THE PAVEMENT. THE C206 THEN NOSED OVER AND THE PROP STRUCK THE PAVEMENT. THE AIRPLANE THEN FELL BACK ONTO ITS LNDG GEAR, WAS BOUNCED ABOUT MOMENTARILY, THEN CAME TO REST IN THE UPRIGHT POS. MY DECISION TO CONTINUE TAXIING MY ACFT BEHIND THE JET WAS BASED ON THE FOLLOWING: 1) NO CAUTION OF JETBLAST FROM THE TWR. 2) NO WARNING GIVEN TO ME OR INDICATED TO ME BY THE SAFETY LOOKOUT PERSONNEL. 3) NO INDICATIONS OF JETBLAST ACROSS THE TXWY AHEAD OF ME. 4) THE DISTANCE (APPROX 250 FT) THAT I WOULD BE XING BEHIND THE JET. I DON'T FAULT ANY PARTICULAR ONE OF THESE FACTORS (OR LACK OF), HOWEVER, IT WAS THESE FACTORS THAT I TOOK INTO CONSIDERATION WHEN MAKING MY DECISION. HAVING SINCE THOUGH ABOUT THE INCIDENT, I REALIZED THAT IF I HAD JUST STOPPED ON THE TXWY PRIOR TO REACHING THAT CRITICAL POINT, AND CALLED UP THE TWR TO ASK THE STATUS OF THE JET'S OPS, THIS WHOLE INCIDENT MAY HAVE BEEN AVOIDED.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.