On March 29, 1998, about 1557 eastern standard time, an experimental, amateur-built Steen Skybolt, N101DT, registered to an individual, operating as a 14 CFR Part 91 personal flight, taxied into a Cessna 152, N6285M, registered to Comair Flight Academy, operating as a 14 CFR Part 91 instructional flight, as he was returning to the ramp after landing at Orlando's Sanford Field. Visual meteorological conditions prevailed, and no flight plan was filed for either flight. No injuries were reported from either airplane, and both airplanes received substantial damage. The Skybolt flight originated from Sanford Field about 43 minutes before the accident. According to transcripts of communications by FAA Sanford Tower Ground Control, the Skybolt landed and cleared runway 9L onto a connecting taxiway when he was given instructions to cross runway 9R, "without delay". The Skybolt was on ground control frequency. At the far side of the same taxiway, south of runway 9R, was the Cessna waiting takeoff clearance, monitoring tower frequency, oriented headed northwest with the nose close to the taxiway centerline. The Skybolt's left wing collided with the Cessna's propeller, causing the Skybolt to rotate 90 degrees into the left wing of the Cessna. Neither airplane was given traffic advisories as to the respective location of the other by FAA Sanford Tower. According to the Skybolt pilot's statements, in referring to his forward visibility from the rear seat of his tailwheel configured biplane, "All forward vision while on the ground must be accomplished with "S" turns and the blocked area of vision is considerable." Referring to his taxi speed as he crossed 9R, he stated, "At this speed it is not safe to "S" turn in a Skybolt, in my opinion." Referring to his location as he taxied, "I was keeping to the right side of taxiway Lima as I always keep to the right side of all taxiways at Sanford Airport". The collision happened near the center-line of the 75 foot wide taxiway. The Skybolt's wing span is 24 feet. On April 21, 1998, during telephone follow-up to the investigation of the accident, the Skybolt pilot made the comment, "I'm in a tail-dragger. I gotta' trust..." as he was denigrating the performance of the ground controller that day. The pilot's written statement also refers to the, "bad instructions by the ground controller", in that, "I would never have even considered crossing the runway without "S" turning if the controller hadn't implied to me that it was clear of traffic." According to the Cessna pilot's statements, she was holding short to the south of runway 9R on taxiway "L", and was monitoring tower frequency in anticipation of a clearance to takeoff. The Skybolt was on ground control frequency, and therefore she did not hear what clearance he was given. She further stated, "I believe that the collision was a result of the ground controller giving instructions without first assuring that the area was clear. In addition, the pilot of the tailwheel aircraft was taxiing in a manner that did not allow him to see ahead of him and he was at such a high speed that he was unable to stop once we were spotted." FAR Title 14 CFR Part 91, Chapter 3, states, "The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft." Air Traffic Control handbook 7110.65 describes the tower positions, local control or ground control as, "That position which is in direct communications with the aircraft and ensures separation of aircraft in/on the area of jurisdiction." Section 3-1-6 "Traffic Information" of 7110.65, paragraph "A" instructs controllers to describe vehicles, equipment, or personnel in a manner that will assist pilots in recognizing them. One of the examples listed was, "Aircraft left of runway one eight." Paragraph "B" tells controllers to describe the relative position of traffic in an easy to understand manner, such as "to your right" or "ahead of you".