Narrative:

I contacted cheyenne approach 22 mi south, and requested a practice ILS 26 at cys in VFR conditions. I was testing my transponder encoder, ADF and GS after avionics work. I was assigned a unique squawk code by approach. Approach confirmed I was squawking the correct altitude and ADF functioned normally. GS inoperative so shot localizer only approach to localizer minimums. I started at 9500 ft and received vectors to final and a series of descent clrncs. Cys approach requested my type landing. I specified low approach only with sbound departure. Approach acknowledged and said 'cleared for ILS runway 26 south departure approved after the low approach' when I was still outside OM, which I thought was odd. I read back the clearance. Approach said 'contact tower' 1 or 2 mi from OM. I checked in with cys tower. Tower said traffic ahead was C130 on downwind and I would be #2. There were no other aircraft in the pattern. I reported 'looking' and then reported 'traffic in sight.' I was told to report horse (OM LOM). I reported crossing horse. The C130 was on a 2 mi base to final for runway 26 at that time, evidently cleared for the option. I thought he was doing a full stop. Tower cautioned me about wake turbulence. About 2 mi out, I was cleared to land. I corrected tower and told them I was low approach only with sbound departure. Tower said 'cleared for low approach and south departure approved.' I read back the clearance including the south departure clearance. Note: the tower did not specify for me to maintain runway heading or give any indication that tower would call my turn for south departure after the missed approach. At the MM and MDA for localizer approach (6420 ft), I pwred up, raised gear and started climbing on runway heading. About 7000 ft (cys was at 6156 ft) and near the west end of runway 26, I began turning to the south and continued climbing. In the meantime, the C130 had evidently done a touch-and-go or low approach, then climbed to pattern altitude of about 7000 ft and turned crosswind and then downwind. The C130 and I saw each other when I was about 1/2 mi north and 300 ft above the C130. I was heading south about 1 mi south of the airport and the C130 was eastbound on left downwind for runway 26. Neither of us had to maneuver to avoid each other. I passed about 2000 ft behind and 300 ft above the C130. The C130 notified tower first of the conflict. Tower asked me if I had turned sbound. I replied affirmative. Tower complained I had turned without clearance. I said he had already approved my sbound departure when I was on final. He said I should have waited for him to call my turn. I didn't argue the point any further. About 1 min later, the tower said 'frequency change approved, squawk VFR, flight following available on approach.' I complied and headed south without further contact. The problem would have been avoided if I had been instructed to maintain runway heading. The premature 'south departure approved' by both approach and tower was unusual and problematic -- especially given the option clearance to the C130 who planned to remain in a left closed pattern. I should have been told to maintain runway heading or told to circle north after the missed to avoid the C130 in the pattern south of the airport. Any indication to me that the C130 would be in a left closed pattern would also have avoided the problem, as I would have established visual contact with the C130 before I turned south.

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Original NASA ASRS Text

Title: BE35 PLT HAD A CLOSE ENCOUNTER WITH A MIL C130 AT CYS.

Narrative: I CONTACTED CHEYENNE APCH 22 MI S, AND REQUESTED A PRACTICE ILS 26 AT CYS IN VFR CONDITIONS. I WAS TESTING MY XPONDER ENCODER, ADF AND GS AFTER AVIONICS WORK. I WAS ASSIGNED A UNIQUE SQUAWK CODE BY APCH. APCH CONFIRMED I WAS SQUAWKING THE CORRECT ALT AND ADF FUNCTIONED NORMALLY. GS INOP SO SHOT LOC ONLY APCH TO LOC MINIMUMS. I STARTED AT 9500 FT AND RECEIVED VECTORS TO FINAL AND A SERIES OF DSCNT CLRNCS. CYS APCH REQUESTED MY TYPE LNDG. I SPECIFIED LOW APCH ONLY WITH SBOUND DEP. APCH ACKNOWLEDGED AND SAID 'CLRED FOR ILS RWY 26 S DEP APPROVED AFTER THE LOW APCH' WHEN I WAS STILL OUTSIDE OM, WHICH I THOUGHT WAS ODD. I READ BACK THE CLRNC. APCH SAID 'CONTACT TWR' 1 OR 2 MI FROM OM. I CHKED IN WITH CYS TWR. TWR SAID TFC AHEAD WAS C130 ON DOWNWIND AND I WOULD BE #2. THERE WERE NO OTHER ACFT IN THE PATTERN. I RPTED 'LOOKING' AND THEN RPTED 'TFC IN SIGHT.' I WAS TOLD TO RPT HORSE (OM LOM). I RPTED XING HORSE. THE C130 WAS ON A 2 MI BASE TO FINAL FOR RWY 26 AT THAT TIME, EVIDENTLY CLRED FOR THE OPTION. I THOUGHT HE WAS DOING A FULL STOP. TWR CAUTIONED ME ABOUT WAKE TURB. ABOUT 2 MI OUT, I WAS CLRED TO LAND. I CORRECTED TWR AND TOLD THEM I WAS LOW APCH ONLY WITH SBOUND DEP. TWR SAID 'CLRED FOR LOW APCH AND S DEP APPROVED.' I READ BACK THE CLRNC INCLUDING THE S DEP CLRNC. NOTE: THE TWR DID NOT SPECIFY FOR ME TO MAINTAIN RWY HDG OR GIVE ANY INDICATION THAT TWR WOULD CALL MY TURN FOR S DEP AFTER THE MISSED APCH. AT THE MM AND MDA FOR LOC APCH (6420 FT), I PWRED UP, RAISED GEAR AND STARTED CLBING ON RWY HDG. ABOUT 7000 FT (CYS WAS AT 6156 FT) AND NEAR THE W END OF RWY 26, I BEGAN TURNING TO THE S AND CONTINUED CLBING. IN THE MEANTIME, THE C130 HAD EVIDENTLY DONE A TOUCH-AND-GO OR LOW APCH, THEN CLBED TO PATTERN ALT OF ABOUT 7000 FT AND TURNED XWIND AND THEN DOWNWIND. THE C130 AND I SAW EACH OTHER WHEN I WAS ABOUT 1/2 MI N AND 300 FT ABOVE THE C130. I WAS HDG S ABOUT 1 MI S OF THE ARPT AND THE C130 WAS EBOUND ON L DOWNWIND FOR RWY 26. NEITHER OF US HAD TO MANEUVER TO AVOID EACH OTHER. I PASSED ABOUT 2000 FT BEHIND AND 300 FT ABOVE THE C130. THE C130 NOTIFIED TWR FIRST OF THE CONFLICT. TWR ASKED ME IF I HAD TURNED SBOUND. I REPLIED AFFIRMATIVE. TWR COMPLAINED I HAD TURNED WITHOUT CLRNC. I SAID HE HAD ALREADY APPROVED MY SBOUND DEP WHEN I WAS ON FINAL. HE SAID I SHOULD HAVE WAITED FOR HIM TO CALL MY TURN. I DIDN'T ARGUE THE POINT ANY FURTHER. ABOUT 1 MIN LATER, THE TWR SAID 'FREQ CHANGE APPROVED, SQUAWK VFR, FLT FOLLOWING AVAILABLE ON APCH.' I COMPLIED AND HEADED S WITHOUT FURTHER CONTACT. THE PROB WOULD HAVE BEEN AVOIDED IF I HAD BEEN INSTRUCTED TO MAINTAIN RWY HDG. THE PREMATURE 'S DEP APPROVED' BY BOTH APCH AND TWR WAS UNUSUAL AND PROBLEMATIC -- ESPECIALLY GIVEN THE OPTION CLRNC TO THE C130 WHO PLANNED TO REMAIN IN A L CLOSED PATTERN. I SHOULD HAVE BEEN TOLD TO MAINTAIN RWY HDG OR TOLD TO CIRCLE N AFTER THE MISSED TO AVOID THE C130 IN THE PATTERN S OF THE ARPT. ANY INDICATION TO ME THAT THE C130 WOULD BE IN A L CLOSED PATTERN WOULD ALSO HAVE AVOIDED THE PROB, AS I WOULD HAVE ESTABLISHED VISUAL CONTACT WITH THE C130 BEFORE I TURNED S.

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.