Introduction
On 8 July 2018, at 09:50 UTC, a serious incident occurred at Anholt Airport (EKAT) involving two Piper PA28 aircraft: SE-KNC, a PA28-140 Cherokee, and SE-GIK, a PA28-180 Cherokee Archer. Both aircraft were conducting private flights under visual flight rules (VFR). No injuries or damage to the aircraft were reported.
Flight History of SE-KNC
SE-KNC departed Randers (EKRD) at 09:10 UTC and flew to Anholt. The pilot approached from the west, overflew the airfield at approximately 1500 feet, and determined that runway 21 was in use. After entering a left downwind for runway 21, the pilot listened and communicated on the airfield frequency (131.500 MHz). During the first approach, the pilot judged the aircraft too high and executed a go-around. On the second approach, the pilot reported positions including overflight, downwind, base, final, go-around, downwind, base, and final. SE-KNC landed on runway 21. After the landing roll, at the runway end, the pilot chose to taxi to the apron via the safety zone. While taxiing, the aircraft's right wing was within the runway strip of runway 21.
Flight History of SE-GIK
SE-GIK departed Varberg (ESGV) in Sweden and flew directly to Anholt without overflying the airfield before landing. The pilot decided to land after SE-KNC had touched down on runway 21, at the same time as SE-KNC was taxiing via the safety zone with its right wing inside the runway strip. The pilot of SE-GIK was under the impression that SE-KNC was clear of runway 21.
Weather
The incident occurred in daylight under visual meteorological conditions (VMC). At Anholt, weather was reported as no significant weather, sky clear with a few stratocumulus at approximately 1000 feet, visibility about 25 km, and surface wind estimated from nearby measurements at 330 degrees at 4-7 knots, though local sea breeze could have shifted direction to southwesterly or southerly.
Communication
Both pilots monitored and communicated on the airfield frequency (131.500 MHz). The frequency was not recorded.
Aerodrome Information
According to the VFR Flight Guide Denmark, the safety zones for runways 03 and 21 were unusable due to uneven surface and loose sand. The Danish Transport, Construction and Housing Authority had permitted a lateral displacement of the runways by 10 meters to reduce wear.
Analysis
Both pilots were properly certified. The pilot of SE-KNC elected to use the safety zone for taxiing despite its noted unsuitability. The lateral displacement of the runway may have visually influenced the pilot's decision. During ground taxi, the right wing tip of SE-KNC remained within the runway strip of runway 21. Ground taxi in the safety zone may have influenced the pilot of SE-GIK's decision to land on an occupied runway. Radio communication was available but did not prevent the landing on the occupied runway.
Conclusion
The landing on the occupied runway created a risk of collision between SE-KNC and SE-GIK.