Narrative:

While on the ILS runway 7L approach into daytona beach international airport (dab), my instructor (CFI/cfii) and myself (CFI) nearly had a midair collision into the back of a piper PA34 seneca that was landing on runway 7L. At the time I was under an instrument training hood flying the approach while my instructor was looking for traffic outside the airplane. We began the approach by obtaining an IFR clearance and starting the approach normally. I decided to fly the approach at approximately 120-130 KIAS. This was faster than I normally shot the ILS approach at. I normally flew at 90 KIAS for the ILS runway 7L approach. I decided to fly the approach at a faster speed because we were given no speed restrs by daytona beach approach control and control tower. We started the approach normally. I flew the airplane on the ILS approach the entire time through GS interception down the GS approaching the decision ht of 232 ft MSL. Descending through 500 ft everything was normal and our airspeed was approximately 120-130 KIAS. At this time we were talking to the daytona beach control tower and had received clearance to land on runway 7L. We had been given no TA's or speed restrs. Upon reaching approximately 300 ft MSL my instructor said to immediately look up (as I was under an instrument training hood) and I looked up to see the rear end of a piper PA34 seneca approximately 100-150 ft in front of our airplane and approximately 50 ft below our altitude. I immediately executed a go around.I called to inform the control tower we were going around in a very concerned voice and they told us to fly left hand traffic with seemingly no concern or surprise at all. I doubt the control tower saw that we came very close to the piper seneca. We flew a normal pattern and made a normal landing. The control tower nor the piper seneca made absolutely no mention of the near midair collision. I was very concerned that the control tower had never warned us of our proximity to the seneca and had never given us a TA for the seneca. I feel in this occurrence that the daytona beach control tower failed outright to warn us and separate our airplane from getting too close to the piper seneca. This was a close call and if we had continued on the approach to land on the runway we may have collided with the seneca. My instructor did not take the flight controls or initiate the go around so I feel I may have been more scared and more concerned than the situation actually warranted. I feel that the control tower did not expect our airplane to be in the position that it was, so they may not have even seen our airplane getting so close to the seneca. I view my decision to fly the ILS approach at a faster than normal speed as a factor in this occurrence. While we could fly the approach safely at this speed, and while we were given no speed restr for the approach, I think it put our airplane in a position where the control tower did not expect us to be. Had we notified the control tower of our above normal approach speed, they might have taken greater concern with our position in relation to the other aircraft.

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Original NASA ASRS Text

Title: NMAC BTWN AN INST INSTRUCTOR TRAINING FLT, IN CESSNA 172, ON AN ILS SHORT FINAL CLOSING ON A PIPER SENECA JUST AHEAD FOR LNDG. THE C172 MADE GAR IN TAKING EVASIVE ACTION.

Narrative: WHILE ON THE ILS RWY 7L APCH INTO DAYTONA BEACH INTL ARPT (DAB), MY INSTRUCTOR (CFI/CFII) AND MYSELF (CFI) NEARLY HAD A MIDAIR COLLISION INTO THE BACK OF A PIPER PA34 SENECA THAT WAS LNDG ON RWY 7L. AT THE TIME I WAS UNDER AN INST TRAINING HOOD FLYING THE APCH WHILE MY INSTRUCTOR WAS LOOKING FOR TFC OUTSIDE THE AIRPLANE. WE BEGAN THE APCH BY OBTAINING AN IFR CLRNC AND STARTING THE APCH NORMALLY. I DECIDED TO FLY THE APCH AT APPROX 120-130 KIAS. THIS WAS FASTER THAN I NORMALLY SHOT THE ILS APCH AT. I NORMALLY FLEW AT 90 KIAS FOR THE ILS RWY 7L APCH. I DECIDED TO FLY THE APCH AT A FASTER SPD BECAUSE WE WERE GIVEN NO SPD RESTRS BY DAYTONA BEACH APCH CTL AND CTL TWR. WE STARTED THE APCH NORMALLY. I FLEW THE AIRPLANE ON THE ILS APCH THE ENTIRE TIME THROUGH GS INTERCEPTION DOWN THE GS APCHING THE DECISION HT OF 232 FT MSL. DSNDING THROUGH 500 FT EVERYTHING WAS NORMAL AND OUR AIRSPD WAS APPROX 120-130 KIAS. AT THIS TIME WE WERE TALKING TO THE DAYTONA BEACH CTL TWR AND HAD RECEIVED CLRNC TO LAND ON RWY 7L. WE HAD BEEN GIVEN NO TA'S OR SPD RESTRS. UPON REACHING APPROX 300 FT MSL MY INSTRUCTOR SAID TO IMMEDIATELY LOOK UP (AS I WAS UNDER AN INST TRAINING HOOD) AND I LOOKED UP TO SEE THE REAR END OF A PIPER PA34 SENECA APPROX 100-150 FT IN FRONT OF OUR AIRPLANE AND APPROX 50 FT BELOW OUR ALT. I IMMEDIATELY EXECUTED A GAR.I CALLED TO INFORM THE CTL TWR WE WERE GOING AROUND IN A VERY CONCERNED VOICE AND THEY TOLD US TO FLY L HAND TFC WITH SEEMINGLY NO CONCERN OR SURPRISE AT ALL. I DOUBT THE CTL TWR SAW THAT WE CAME VERY CLOSE TO THE PIPER SENECA. WE FLEW A NORMAL PATTERN AND MADE A NORMAL LNDG. THE CTL TWR NOR THE PIPER SENECA MADE ABSOLUTELY NO MENTION OF THE NEAR MIDAIR COLLISION. I WAS VERY CONCERNED THAT THE CTL TWR HAD NEVER WARNED US OF OUR PROX TO THE SENECA AND HAD NEVER GIVEN US A TA FOR THE SENECA. I FEEL IN THIS OCCURRENCE THAT THE DAYTONA BEACH CTL TWR FAILED OUTRIGHT TO WARN US AND SEPARATE OUR AIRPLANE FROM GETTING TOO CLOSE TO THE PIPER SENECA. THIS WAS A CLOSE CALL AND IF WE HAD CONTINUED ON THE APCH TO LAND ON THE RWY WE MAY HAVE COLLIDED WITH THE SENECA. MY INSTRUCTOR DID NOT TAKE THE FLT CTLS OR INITIATE THE GAR SO I FEEL I MAY HAVE BEEN MORE SCARED AND MORE CONCERNED THAN THE SIT ACTUALLY WARRANTED. I FEEL THAT THE CTL TWR DID NOT EXPECT OUR AIRPLANE TO BE IN THE POS THAT IT WAS, SO THEY MAY NOT HAVE EVEN SEEN OUR AIRPLANE GETTING SO CLOSE TO THE SENECA. I VIEW MY DECISION TO FLY THE ILS APCH AT A FASTER THAN NORMAL SPD AS A FACTOR IN THIS OCCURRENCE. WHILE WE COULD FLY THE APCH SAFELY AT THIS SPD, AND WHILE WE WERE GIVEN NO SPD RESTR FOR THE APCH, I THINK IT PUT OUR AIRPLANE IN A POS WHERE THE CTL TWR DID NOT EXPECT US TO BE. HAD WE NOTIFIED THE CTL TWR OF OUR ABOVE NORMAL APCH SPD, THEY MIGHT HAVE TAKEN GREATER CONCERN WITH OUR POS IN RELATION TO THE OTHER ACFT.

Data retrieved from NASA's ASRS site as of July 2007 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.