Narrative:

While on GPS 07 LNAV into evb 3 NM before final approach fix had near miss with unknown [light aircraft]. We were in class east airspace at 1;600 ft talking to daytona approach. We had received radar vectors to join the final approach course and had intercepted the course. Approximately 3 NM prior to the FAF; dab advised traffic at our 7 o'clock position 600 ft above with a 40 KT overtake. My part 141 instrument student was under the hood; so I lifted up the left wing and was unable to locate traffic. [We] advised ATC no contact. They advised an updated location; 1 mile 300 ft above. I confirmed on tis. As I lifted up my left wing and stepped on the left rudder to get a better view ATC canceled our approach clearance and gave us an immediate descent; I saw the traffic on a direct collision course about 500 ft away. I took the controls and dove the aircraft straight down as I advised ATC of evasive action. I pulled up and saw the traffic pass over us in a southeast direction towards massey ranch (X50). I advised ATC they didn't even see us and they told us to contact tower. I monitored the traffic fly over X50 and then towards the shoreline. I lost the traffic in the mix of other south practice area traffic. The airspace was especially busy that day; approach control was extremely busy and dealing with a high amount of training. We were unable to get any of the practice approaches we asked for and had to maintain visual separation from numerous aircraft even when inside of the class C airspace. The aircraft in question was skirting the class C airspace from the west towards the south and seemed to be on autopilot. The aircraft made no attempt to miss us and showed no signs it ever saw us. That was the second aircraft we had to make evasive action for in order to maintain separation. The first one wasn't nearly as close and we were above the omn class D on the VOR 17 full approach. On the ground the dab approach manager called my company dispatch and asked me to call them. The manager asked if we wanted to file a report on the near miss. I told him I was but I was unable to get a tail number. The manager told me that without a tail number the report would likely not go anywhere. So I declined to file. I used this instance to teach my student about the importance of using ATC and tis together to help positively identification and avoid traffic; as well as the importance of never hesitating to act before an accident occurs.

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Original NASA ASRS Text

Title: A instructor pilot reported an NMAC with another light aircraft in the vicinity of EVB.

Narrative: While on GPS 07 LNAV into EVB 3 NM before final approach fix had near miss with unknown [light aircraft]. We were in Class E airspace at 1;600 FT talking to Daytona Approach. We had received Radar vectors to join the final approach course and had intercepted the course. Approximately 3 NM prior to the FAF; DAB advised traffic at our 7 o'clock position 600 FT above with a 40 KT overtake. My Part 141 instrument student was under the hood; so I lifted up the left wing and was unable to locate traffic. [We] advised ATC no contact. They advised an updated location; 1 mile 300 FT above. I confirmed on TIS. As I lifted up my left wing and stepped on the left rudder to get a better view ATC canceled our approach clearance and gave us an immediate descent; I saw the traffic on a direct collision course about 500 FT away. I took the controls and dove the aircraft straight down as I advised ATC of evasive action. I pulled up and saw the traffic pass over us in a southeast direction towards Massey Ranch (X50). I advised ATC they didn't even see us and they told us to contact Tower. I monitored the traffic fly over X50 and then towards the shoreline. I lost the traffic in the mix of other south practice area traffic. The airspace was especially busy that day; Approach Control was extremely busy and dealing with a high amount of training. We were unable to get any of the practice approaches we asked for and had to maintain visual separation from numerous aircraft even when inside of the Class C airspace. The aircraft in question was skirting the Class C airspace from the west towards the south and seemed to be on autopilot. The aircraft made no attempt to miss us and showed no signs it ever saw us. That was the second aircraft we had to make evasive action for in order to maintain separation. The first one wasn't nearly as close and we were above the OMN Class D on the VOR 17 full approach. On the ground the DAB Approach Manager called my Company Dispatch and asked me to call them. The Manager asked if we wanted to file a report on the near miss. I told him I was but I was unable to get a tail number. The Manager told me that without a tail number the report would likely not go anywhere. So I declined to file. I used this instance to teach my student about the importance of using ATC and TIS together to help positively ID and avoid traffic; as well as the importance of never hesitating to act before an accident occurs.

Data retrieved from NASA's ASRS site as of April 2012 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.