Narrative:

I flew my PA-28 to dab (a north to south flight path) to deliver it to my mechanic for its annual. My enroute altitude was 5;500 feet and I was in contact with ATC all the way to dab under VFR flight following. Dab approach control descended me to 3;500 feet at 20 miles out then cleared me to descend for my landing at my discretion. I advised dab approach control I would descend at 10 miles out; and was approved for such. At 10 miles out; I began my descent and approach control sent me to dab tower. The tower cleared me to land on runway 25R; and I echoed back the clearance. Runway 25R is the one typically used for the jets and air carriers while runway 25L is typically used for the GA fleet. I should also note that this is only the second time I have landed at dab in 13 months; so I am not very familiar with this very busy airport (air carriers; private jets and multiple flight training businesses). As I approached the field for landing; I saw I was beginning to line up for the 'big' runway at about 3.5 miles from touch down; and thought; 'oops; head for the small one.' as I approached the centerline for the 'small' runway (25L); I saw a C-172 slightly above me (10 -20 feet); forward of my position by about 25 feet and a horizontal distance from me of about 100 feet. I banked right to avoid him and notified the tower of the traffic conflict. Tower immediately responded that I should be lined up for 25R; not 25L. I acknowledged the correction; and I then easily maneuvered to 25R. I landed safely in the first 1500 feet of the runway; and departed 25R at taxiway N7 (tower direction). The remaining part of taxi to parking was uneventful. My lesson learned here was that if at all confused; ask/confirm the instruction I have been given.

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Original NASA ASRS Text

Title: PA28 pilot reports being assigned a visual approach to Runway 25R at DAB; which is the longer and wider of the two. Upon lining up with Runway 25R; the clearance is momentarily forgotten and the alignment is adjusted to Runway 25L resulting in a NMAC with a C172 on approach to that runway. Evasive action is taken and the Tower advised; resulting in a restatement of the clearance for Runway 25R.

Narrative: I flew my PA-28 to DAB (a north to south flight path) to deliver it to my mechanic for its annual. My enroute altitude was 5;500 feet and I was in contact with ATC all the way to DAB under VFR flight following. DAB Approach Control descended me to 3;500 feet at 20 miles out then cleared me to descend for my landing at my discretion. I advised DAB Approach Control I would descend at 10 miles out; and was approved for such. At 10 miles out; I began my descent and Approach control sent me to DAB tower. The tower cleared me to land on RWY 25R; and I echoed back the clearance. RWY 25R is the one typically used for the jets and air carriers while RWY 25L is typically used for the GA fleet. I should also note that this is only the second time I have landed at DAB in 13 months; so I am not very familiar with this very busy airport (air carriers; private jets and multiple flight training businesses). As I approached the field for landing; I saw I was beginning to line up for the 'big' runway at about 3.5 miles from touch down; and thought; 'Oops; head for the small one.' As I approached the centerline for the 'small' runway (25L); I saw a C-172 slightly above me (10 -20 feet); forward of my position by about 25 feet and a horizontal distance from me of about 100 feet. I banked right to avoid him and notified the tower of the traffic conflict. Tower immediately responded that I should be lined up for 25R; not 25L. I acknowledged the correction; and I then easily maneuvered to 25R. I landed safely in the first 1500 feet of the runway; and departed 25R at TXWY N7 (tower direction). The remaining part of taxi to parking was uneventful. My lesson learned here was that if at all confused; ASK/CONFIRM the instruction I have been given.

Data retrieved from NASA's ASRS site 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.