Narrative:

We were parked next to aircraft Y in the run-up pad on the north end of washington national airport abeam runway 19. Aircraft Y was positioned directly to the left of our aircraft; and an A320 was positioned on the opposite side of aircraft Y. It was at this time that we were monitoring the tower frequency as instructed by ground control; and we were given the clearance to follow the A320 to the runway. The A320 taxied into position and held on the runway; and we were given the instruction to taxi up and hold short of runway 19. Aircraft Y still remained parked directly to the left of our aircraft for unknown reasons. After we were given clearance to taxi up to the runway; aircraft Z began approaching from the right side; wedging us between him and aircraft Y to our left. I believe there might have been some confusion at this point as to who had clearance to taxi up to the runway. However; aircraft Z did eventually come to a stop; and I became occupied with making sure we had sufficient room to clear aircraft Z; while my captain should have been watching to be sure we were going to clear the parked airbus on the opposite side. I observed my captain check the left side of our aircraft to make sure we would clear; and then he continued to devote his attention to aircraft Z to our right. A few seconds later; our left winglet struck the aileron on aircraft Y to our left. We then brought the aircraft to an immediate stop; and notified the tower and emergency personnel came out to inspect the 2 aircraft; and the passenger were unloaded. During the course of events; I devoted the majority of my attention to aircraft Z that was parked to our right; and made the assumption that my captain was going to devote the majority of his attention to aircraft Y to our left. I believe that if my captain and I would have communicated with each other more; the incident could have possibly been avoided. Another factor that could have played a possible role was the confusion with ATC; and aircraft Z located to our right possibly not knowing his sequence in line for takeoff. Supplemental information from acn 775103: we were instructed to hold short of runway 15 at taxiway K. Other aircraft were also holding short of runway 15 (runway 15 also being active). Next we received clearance to cross runway 15; with the other 2 airplanes in front of us. There was a small delay on runway 15 since there was limited space at the runway 19 hold short area. ATC usually directs aircraft where to hold short of runway 19. Ie; either the run-up pad or behind other aircraft. This was not the case in this event. Upon crossing I pulled into the run-up pad to parallel aircraft Y to give room for airplanes that followed. This is also from my experience at this airport. Next; 2 airplanes were cleared for takeoff and we were informed by tower that we were next. Aircraft Y was to our left and upon hearing ATC's information aircraft Z was approaching the hold short line from our right. This concerned me in that it could block our access to runway 19. I expressed this to the first officer; who contacted the tower. Again tower confirmed our being next in line. Aircraft Z on the right stopped momentarily so I released the brakes and looked out my left window to ensure clearance with aircraft Y. Then aircraft Z moved again so I applied the brakes. I told the first officer to keep an eye on aircraft Z. Again aircraft Z stopped so I released the brakes; looked out the left window again and moved slowly forward. It was at this time that I heard what seemed like aircraft contact. I immediately applied brakes and looked out the left window. Upsettingly; it was confirmed the wingtips made contact. Even though our attention was divided between the 2 aircraft I checked at least 3 times on the left and felt we were able to clear the wings.

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Original NASA ASRS Text

Title: EMB170 WINGTIP STRIKES PARKED A319 WINGTIP IN RWY 19 RUNUP PAD AT DCA.

Narrative: WE WERE PARKED NEXT TO ACFT Y IN THE RUN-UP PAD ON THE N END OF WASHINGTON NATL ARPT ABEAM RWY 19. ACFT Y WAS POSITIONED DIRECTLY TO THE L OF OUR ACFT; AND AN A320 WAS POSITIONED ON THE OPPOSITE SIDE OF ACFT Y. IT WAS AT THIS TIME THAT WE WERE MONITORING THE TWR FREQ AS INSTRUCTED BY GND CTL; AND WE WERE GIVEN THE CLRNC TO FOLLOW THE A320 TO THE RWY. THE A320 TAXIED INTO POS AND HELD ON THE RWY; AND WE WERE GIVEN THE INSTRUCTION TO TAXI UP AND HOLD SHORT OF RWY 19. ACFT Y STILL REMAINED PARKED DIRECTLY TO THE L OF OUR ACFT FOR UNKNOWN REASONS. AFTER WE WERE GIVEN CLRNC TO TAXI UP TO THE RWY; ACFT Z BEGAN APCHING FROM THE R SIDE; WEDGING US BTWN HIM AND ACFT Y TO OUR L. I BELIEVE THERE MIGHT HAVE BEEN SOME CONFUSION AT THIS POINT AS TO WHO HAD CLRNC TO TAXI UP TO THE RWY. HOWEVER; ACFT Z DID EVENTUALLY COME TO A STOP; AND I BECAME OCCUPIED WITH MAKING SURE WE HAD SUFFICIENT ROOM TO CLR ACFT Z; WHILE MY CAPT SHOULD HAVE BEEN WATCHING TO BE SURE WE WERE GOING TO CLR THE PARKED AIRBUS ON THE OPPOSITE SIDE. I OBSERVED MY CAPT CHK THE L SIDE OF OUR ACFT TO MAKE SURE WE WOULD CLR; AND THEN HE CONTINUED TO DEVOTE HIS ATTN TO ACFT Z TO OUR R. A FEW SECONDS LATER; OUR L WINGLET STRUCK THE AILERON ON ACFT Y TO OUR L. WE THEN BROUGHT THE ACFT TO AN IMMEDIATE STOP; AND NOTIFIED THE TWR AND EMER PERSONNEL CAME OUT TO INSPECT THE 2 ACFT; AND THE PAX WERE UNLOADED. DURING THE COURSE OF EVENTS; I DEVOTED THE MAJORITY OF MY ATTN TO ACFT Z THAT WAS PARKED TO OUR R; AND MADE THE ASSUMPTION THAT MY CAPT WAS GOING TO DEVOTE THE MAJORITY OF HIS ATTN TO ACFT Y TO OUR L. I BELIEVE THAT IF MY CAPT AND I WOULD HAVE COMMUNICATED WITH EACH OTHER MORE; THE INCIDENT COULD HAVE POSSIBLY BEEN AVOIDED. ANOTHER FACTOR THAT COULD HAVE PLAYED A POSSIBLE ROLE WAS THE CONFUSION WITH ATC; AND ACFT Z LOCATED TO OUR R POSSIBLY NOT KNOWING HIS SEQUENCE IN LINE FOR TKOF. SUPPLEMENTAL INFO FROM ACN 775103: WE WERE INSTRUCTED TO HOLD SHORT OF RWY 15 AT TXWY K. OTHER ACFT WERE ALSO HOLDING SHORT OF RWY 15 (RWY 15 ALSO BEING ACTIVE). NEXT WE RECEIVED CLRNC TO CROSS RWY 15; WITH THE OTHER 2 AIRPLANES IN FRONT OF US. THERE WAS A SMALL DELAY ON RWY 15 SINCE THERE WAS LIMITED SPACE AT THE RWY 19 HOLD SHORT AREA. ATC USUALLY DIRECTS ACFT WHERE TO HOLD SHORT OF RWY 19. IE; EITHER THE RUN-UP PAD OR BEHIND OTHER ACFT. THIS WAS NOT THE CASE IN THIS EVENT. UPON XING I PULLED INTO THE RUN-UP PAD TO PARALLEL ACFT Y TO GIVE ROOM FOR AIRPLANES THAT FOLLOWED. THIS IS ALSO FROM MY EXPERIENCE AT THIS ARPT. NEXT; 2 AIRPLANES WERE CLRED FOR TKOF AND WE WERE INFORMED BY TWR THAT WE WERE NEXT. ACFT Y WAS TO OUR L AND UPON HEARING ATC'S INFO ACFT Z WAS APCHING THE HOLD SHORT LINE FROM OUR R. THIS CONCERNED ME IN THAT IT COULD BLOCK OUR ACCESS TO RWY 19. I EXPRESSED THIS TO THE FO; WHO CONTACTED THE TWR. AGAIN TWR CONFIRMED OUR BEING NEXT IN LINE. ACFT Z ON THE R STOPPED MOMENTARILY SO I RELEASED THE BRAKES AND LOOKED OUT MY L WINDOW TO ENSURE CLRNC WITH ACFT Y. THEN ACFT Z MOVED AGAIN SO I APPLIED THE BRAKES. I TOLD THE FO TO KEEP AN EYE ON ACFT Z. AGAIN ACFT Z STOPPED SO I RELEASED THE BRAKES; LOOKED OUT THE L WINDOW AGAIN AND MOVED SLOWLY FORWARD. IT WAS AT THIS TIME THAT I HEARD WHAT SEEMED LIKE ACFT CONTACT. I IMMEDIATELY APPLIED BRAKES AND LOOKED OUT THE L WINDOW. UPSETTINGLY; IT WAS CONFIRMED THE WINGTIPS MADE CONTACT. EVEN THOUGH OUR ATTN WAS DIVIDED BTWN THE 2 ACFT I CHKED AT LEAST 3 TIMES ON THE L AND FELT WE WERE ABLE TO CLR THE WINGS.

Data retrieved from NASA's ASRS site as of May 2009 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.