Narrative:

My student and I were on an IFR flight plan headed back to base. We were on holding short of runway 26 at intersection K at nyl. Tower told us to line up and wait; awaiting IFR release. As we held in position; multiple C-130s; F18s; and F35s were making approaches to 21L/21R. Aircraft Y called tower up inbound on the visual approach to runway 26. We were told to expect an immediate departure. We acknowledged and were prepared to do so. Tower told aircraft Y to slow to final approach speed. After what seemed like at least five minutes; maybe more; don't have exact numbers; we were cleared for takeoff. Knowing aircraft Y was very close behind; we initiated an immediate takeoff. As we did so we passed through very obvious wake turbulence from a C-130 that had arrived on runway 21R; one of the intersecting runways; just seconds before. As we lifted off; aircraft Y informed tower that they were going around because of us still being on the runway. Tower told aircraft Y that we were clear of the runway; aircraft Y again announced that they were still initiating a going around. Tower informed aircraft Y that we had just started climbing out and to initiate a left downwind immediately. My student and I were watching the ads-B traffic display as we initiated our climb and could see aircraft Y was approaching less than a mile behind and indicating the same altitude. We leveled off at approximately 800 feet and even started a shallow descent (because we were so close to the ground) to allow aircraft Y to climb higher than us and to avoid any further conflict. As we did so; we watched aircraft Y pass overhead and the ads-B traffic page showed them 400 feet above. As aircraft Y made their left downwind turn; we were told to switch to departure. Once we were on departure frequency; the controller was advising other aircraft in the area that tower was too busy to accept anyone for the next few minutes. The rest of the flight was uneventful. Throughout all of this; the tower controller seemed very task saturated with several military aircraft in the overhead pattern. At one point a C130 made a full stop landing unexpectedly which caused a fighter jet close in behind to have to go around. It seemed as if there were multiple controllers working the tower position as well (maybe training). I think this whole situation could have been avoided a few different ways. Tower could have had us hold short of the runway while they were waiting for our IFR release. That would have freed up the runway for any other traffic (such as aircraft Y). They probably didn't know it was going to take that long for our release though which is why they had us line up. When aircraft Y was approaching short final; they could have told us to exit the runway back onto taxiway K or even go all the way down to taxiway left and to hold short again. Perhaps the reason for not being able to go down to taxiway left was the fact that we would have had to cross the 21R approach safety area to do so while multiple aircraft were landing.

Related reports:

Google
 

Original NASA ASRS Text

Title: C172 Instructor Pilot reported a NMAC with a twin engine jet shortly after takeoff. The jet had executed a missed approach moments before.

Narrative: My student and I were on an IFR flight plan headed back to base. We were on holding short of runway 26 at intersection K at NYL. Tower told us to line up and wait; awaiting IFR release. As we held in position; multiple C-130s; F18s; and F35s were making approaches to 21L/21R. Aircraft Y called Tower up inbound on the visual approach to Runway 26. We were told to expect an immediate departure. We acknowledged and were prepared to do so. Tower told Aircraft Y to slow to final approach speed. After what seemed like at least five minutes; maybe more; don't have exact numbers; we were cleared for takeoff. Knowing Aircraft Y was very close behind; we initiated an immediate takeoff. As we did so we passed through very obvious wake turbulence from a C-130 that had arrived on Runway 21R; one of the intersecting runways; just seconds before. As we lifted off; Aircraft Y informed Tower that they were going around because of us still being on the runway. Tower told Aircraft Y that we were clear of the runway; Aircraft Y again announced that they were still initiating a going around. Tower informed Aircraft Y that we had just started climbing out and to initiate a left downwind immediately. My student and I were watching the ADS-B traffic display as we initiated our climb and could see Aircraft Y was approaching less than a mile behind and indicating the same altitude. We leveled off at approximately 800 feet and even started a shallow descent (because we were so close to the ground) to allow Aircraft Y to climb higher than us and to avoid any further conflict. As we did so; we watched Aircraft Y pass overhead and the ADS-B traffic page showed them 400 feet above. As Aircraft Y made their left downwind turn; we were told to switch to departure. Once we were on departure frequency; the controller was advising other aircraft in the area that Tower was too busy to accept anyone for the next few minutes. The rest of the flight was uneventful. Throughout all of this; the Tower Controller seemed very task saturated with several military aircraft in the overhead pattern. At one point a C130 made a full stop landing unexpectedly which caused a fighter jet close in behind to have to go around. It seemed as if there were multiple controllers working the Tower position as well (maybe training). I think this whole situation could have been avoided a few different ways. Tower could have had us hold short of the runway while they were waiting for our IFR release. That would have freed up the runway for any other traffic (such as Aircraft Y). They probably didn't know it was going to take that long for our release though which is why they had us line up. When Aircraft Y was approaching short final; they could have told us to exit the runway back onto taxiway K or even go all the way down to taxiway L and to hold short again. Perhaps the reason for not being able to go down to taxiway L was the fact that we would have had to cross the 21R Approach safety area to do so while multiple aircraft were landing.

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.