Factual Information
On Tuesday, 31 May 2016, at approximately 2120 local time, a DeHavilland DH-82A Tiger Moth, registration LN-BDM, operated by Nedre Romerike Flyklubb Veteranflygruppa, was conducting a private flight. The aircraft was landing on the grass shoulder of runway 30 at Kjeller airfield (ENKJ) after a flight. The Tiger Moth is equipped with a metal skid instead of a tailwheel and is preferentially operated from grass.
The pilot, aged 58, held a Private Pilot License (A) and had a total of 728 flight hours, with 252 hours on type. The passenger sustained a minor injury and was later on sick leave due to neck pain.
During the final approach, the pilot established the aircraft at normal altitude and airspeed (55 kt). Due to the aircraft's nose-up attitude before landing, forward visibility was obstructed, requiring the pilot to look to the sides of the open cockpit. The sun was setting, causing intense glare that blinded the pilot. The Tiger Moth has high drag, and airspeed can decay rapidly. On the final segment, the aircraft descended too low with insufficient airspeed. The pilot initiated a correction by applying increased power, but not in time to prevent the aircraft from touching down earlier than intended. The left main landing gear struck the asphalt edge of taxiway "B" with considerable force. The aircraft bounced, but the remainder of the landing was completed straight ahead without further issues.
After landing, the left main wheel was found punctured, and significant structural damage occurred around the left main landing gear attachment area, necessitating major repairs and part replacement.
Investigation Findings
The Norwegian Accident Investigation Board (SHT) considered the pilot to be experienced on the Tiger Moth type. SHT supported the pilot's assessment that he was severely blinded by the low sun. This, combined with the forward visibility challenges when the nose is raised, the aircraft's high drag characteristics, and the resulting rapid loss of airspeed, led to difficulties in maintaining ideal altitude and airspeed on the final approach. SHT noted that since wind conditions were nearly calm, runway 12 could have been advantageously used to avoid the glare from the sun, provided no other traffic necessitated the use of runway 30.