Narrative:

I was setting up to fly a practice approach into kfdk on the ILS 23 approach. I was not wearing a view limiting device as I was not intending to log the approach - simply flying it for practice. As I approached EMI from the northeast; I heard kfdk tower approve a cessna 172 for an RNAV 23 approach; directing them to report gisge inbound. The cessna reported gisge about the time I arrived over EMI; the IAF for ILS 23. Kfdk tower then directed the cessna to report shuey. I called kfdk tower; who approved the approach; advising me of the cessna; and directing me to report numbe inbound. I slowed to about 110 KIAS to maintain spacing from the cessna.I reported numbe inbound and turned left to 230 on the localizer and on glide slope. Kfdk tower directed me to report ricke. They told me I was number 2 behind the cessna; and then asked the cessna if they had arrived at shuey. The cessna reported they were still 2 miles from shuey. I slowed as much as I could; about 100 KIAS; was looking for the cessna; and directed my passengers (3 people) to look as well. We were unable to locate the cessna. After a brief period; kfdk tower called the cessna to ask if they were at shuey. The cessna reported they still were a mile out from shuey. We were all still looking for the cessna. About the time the cessna reported shuey; it came into view low at 11 o'clock. We were on parallel courses and with no immediate risk of collision. I called the tower; advised them I was now at ricke had a visual on the cessna; and had overtaken the cessna. Kfdk tower then advised me that I was number one and cleared to land and the cessna was number two. I landed without incident; and I believe the cessna went 'missed'; but I think that had been the cessna's plan all along.it was not my intention to overtake the cessna; but it was going much slower than I realized. I was going as slow as I could and was continuously looking for the other plane but it was continuously blocked from my view by the cowling. In hindsight; when the cessna reported they still had 2 miles to go to shuey; I should have broken off the approach; advised the tower; and done a 360 to provide greater separation. I understand that no separation services are provided into kfdk; but 'see and avoid' is fallible. Kfdk is a very busy airport. The tower crew is very professional; dedicated; and always great to work with; but they are very limited in their capabilities and pilots get a false sense of security. Kfdk really needs a radar system or a remote radar feed.

Related reports:

Google
 

Original NASA ASRS Text

Title: PA32 pilot reported an NMAC with a Cessna 172 during simultaneous practice approaches to FDK which does not have access to radar service.

Narrative: I was setting up to fly a practice approach into KFDK on the ILS 23 approach. I was not wearing a view limiting device as I was not intending to log the approach - simply flying it for practice. As I approached EMI from the northeast; I heard KFDK tower approve a Cessna 172 for an RNAV 23 approach; directing them to report GISGE inbound. The Cessna reported GISGE about the time I arrived over EMI; the IAF for ILS 23. KFDK tower then directed the Cessna to report SHUEY. I called KFDK tower; who approved the approach; advising me of the Cessna; and directing me to report NUMBE inbound. I slowed to about 110 KIAS to maintain spacing from the Cessna.I reported NUMBE inbound and turned left to 230 on the Localizer and on Glide Slope. KFDK tower directed me to report RICKE. They told me I was number 2 behind the Cessna; and then asked the Cessna if they had arrived at SHUEY. The Cessna reported they were still 2 miles from SHUEY. I slowed as much as I could; about 100 KIAS; was looking for the Cessna; and directed my passengers (3 people) to look as well. We were unable to locate the Cessna. After a brief period; KFDK tower called the Cessna to ask if they were at SHUEY. The Cessna reported they still were a mile out from SHUEY. We were all still looking for the Cessna. About the time the Cessna reported SHUEY; it came into view low at 11 o'clock. We were on parallel courses and with no immediate risk of collision. I called the tower; advised them I was now at RICKE had a visual on the Cessna; and had overtaken the Cessna. KFDK tower then advised me that I was number one and cleared to land and the Cessna was number two. I landed without incident; and I believe the Cessna went 'missed'; but I think that had been the Cessna's plan all along.It was not my intention to overtake the Cessna; but it was going much slower than I realized. I was going as slow as I could and was continuously looking for the other plane but it was continuously blocked from my view by the cowling. In hindsight; when the Cessna reported they still had 2 miles to go to SHUEY; I should have broken off the approach; advised the tower; and done a 360 to provide greater separation. I understand that no separation services are provided into KFDK; but 'See and Avoid' is fallible. KFDK is a very busy airport. The tower crew is very professional; dedicated; and always great to work with; but they are very limited in their capabilities and pilots get a false sense of security. KFDK really needs a radar system or a remote radar feed.

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.