ASRS Reports

When he came into land he bounced and made the mistake of not going around immediately. The airplane bounced two more times and then he taxied off.

In not wanting to risk a hard bounce again, I applied full power to execute a go-around. The P-factor yawed the plane to the left and pushed the plane even closer to the runway edge lights, while still trying to fly. The plane ended up being in line with the runway edge lights, and two or three were struck.

We heard a loud bang closer to the engine. Simultaneously lost our G500 and G750.

It was an unsettling moment as from my position the drone looked to be another plane. The drone was so close to the aircraft that I thought they were going to collide. The drone looked to have passed just under the aircraft.

He turned crosswind earlier and lower than he should have, which put him on a collision course from beneath our left wing where we could not see him.

During the spiral descent we were into the sun as well as banking and didn’t see the other airplane and the student and I were unaware we were close to another airplane.

After trying to correct the path of the plane it became obvious that the plane had reached a point of no return and was going to go off the left side of the runway.

I do not know why the other pilot thought it was a good idea to fly 500 feet above the ZZZ Bravo without communicating with anyone. I get that it’s legal, but it wasn’t very smart.

In hindsight, I should have kept my IFR flight plan open until I landed and cancelled on the ground. I felt that I was being a courteous user of the National Airspace System by succumbing to the pressure from ATC to cancel “quickly” and cancelling as soon as I was VMC, but by doing so I allowed a situation to develop that had more risk than if I had waited and cancelled on the ground.