C172 pilot has an near midair collision with another aircraft while in the pattern at ilg.

Attributes
ACN	695154
Time
Date	200604
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : ilg.airport
State Reference	DE
Altitude	msl single value : 800
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : ilg.tower
Operator	general aviation : instructional
Make Model Name	Skyhawk 172/Cutlass 172
Operating Under FAR Part	Part 91
Flight Phase	descent : approach
Route In Use	approach : visual
Flight Plan	None
Aircraft 2
Controlling Facilities	tower : ilg.tower
Operator	other
Make Model Name	Hercules (C-130)
Operating Under FAR Part	Part 91
Flight Phase	descent : approach
Person 1
Affiliation	other
Function	flight crew : single pilot
Qualification	pilot : multi engine pilot : cfi
Experience	flight time last 90 days : 12 flight time total : 900 flight time type : 250
ASRS Report	695154
Person 2
Affiliation	government : military
Function	flight crew : captain oversight : pic
Events
Anomaly	conflict : nmac non adherence : required legal separation
Independent Detector	other controllera
Resolutory Action	controller : separated traffic controller : issued advisory controller : issued new clearance
Consequence	faa : reviewed incident with flight crew
Supplementary
Problem Areas	Airspace Structure Airport ATC Human Performance Flight Crew Human Performance
Primary Problem	Ambiguous

Narrative:

While conducting private pilot training in aircraft X at ilg; I experienced an near midair collision with a C130 aircraft in the pattern under the control of the ilg tower. After initial contact with the tower in which I advised we were going to be remaining in the pattern for pattern work; tower advised to enter left downwind for runway 27. After advising tower of our position on the downwind; tower requested us to extend the downwind for another aircraft (C130 also conducting pattern work) and that tower would call our turn to base for runway 27. After extending our downwind approximately 3 mi out; tower advised us to turn to base. We complied and turned base and continued to set up for landing. We next turned to final for runway 27 when I noticed the aforementioned C130 turning base positioning us for #2 to the airport. Tower then advised me to 'turn right 270 degrees;' and I replied 'right 360 degrees for aircraft X.' I was already on a final approach heading of 270 degrees to runway 27 so the most logical action to allow for spacing was to turn right 360 degrees. Tower then came back and said something to the effect of 'turn right; you're going to hit the C130.' I maintained visual contact with the C130 the whole time and realistically was not in danger of hitting the C130 but would have not been able to execute a touch-and-go because of wake turbulence and the amount of time it would take for C130 to clear the active. I continued with my original intention of executing a right 360 degree turn and then called tower again to confirm my turn when passing through a heading of 350 degrees. Tower then stated 'well continue on now back to runway heading and you're cleared for the option runway 27.' this situation could be prevented in the future if the controllers at ilg tower exhibit more situational awareness of the aircraft in the pattern and by maintaining a particular sequence that was already established instead of making the impromptu changes.

Original NASA ASRS Text

Title: C172 PLT HAS AN NMAC WITH ANOTHER ACFT WHILE IN THE PATTERN AT ILG.

Narrative: WHILE CONDUCTING PVT PLT TRAINING IN ACFT X AT ILG; I EXPERIENCED AN NMAC WITH A C130 ACFT IN THE PATTERN UNDER THE CTL OF THE ILG TWR. AFTER INITIAL CONTACT WITH THE TWR IN WHICH I ADVISED WE WERE GOING TO BE REMAINING IN THE PATTERN FOR PATTERN WORK; TWR ADVISED TO ENTER L DOWNWIND FOR RWY 27. AFTER ADVISING TWR OF OUR POS ON THE DOWNWIND; TWR REQUESTED US TO EXTEND THE DOWNWIND FOR ANOTHER ACFT (C130 ALSO CONDUCTING PATTERN WORK) AND THAT TWR WOULD CALL OUR TURN TO BASE FOR RWY 27. AFTER EXTENDING OUR DOWNWIND APPROX 3 MI OUT; TWR ADVISED US TO TURN TO BASE. WE COMPLIED AND TURNED BASE AND CONTINUED TO SET UP FOR LNDG. WE NEXT TURNED TO FINAL FOR RWY 27 WHEN I NOTICED THE AFOREMENTIONED C130 TURNING BASE POSITIONING US FOR #2 TO THE ARPT. TWR THEN ADVISED ME TO 'TURN R 270 DEGS;' AND I REPLIED 'R 360 DEGS FOR ACFT X.' I WAS ALREADY ON A FINAL APCH HDG OF 270 DEGS TO RWY 27 SO THE MOST LOGICAL ACTION TO ALLOW FOR SPACING WAS TO TURN R 360 DEGS. TWR THEN CAME BACK AND SAID SOMETHING TO THE EFFECT OF 'TURN R; YOU'RE GOING TO HIT THE C130.' I MAINTAINED VISUAL CONTACT WITH THE C130 THE WHOLE TIME AND REALISTICALLY WAS NOT IN DANGER OF HITTING THE C130 BUT WOULD HAVE NOT BEEN ABLE TO EXECUTE A TOUCH-AND-GO BECAUSE OF WAKE TURB AND THE AMOUNT OF TIME IT WOULD TAKE FOR C130 TO CLR THE ACTIVE. I CONTINUED WITH MY ORIGINAL INTENTION OF EXECUTING A R 360 DEG TURN AND THEN CALLED TWR AGAIN TO CONFIRM MY TURN WHEN PASSING THROUGH A HDG OF 350 DEGS. TWR THEN STATED 'WELL CONTINUE ON NOW BACK TO RWY HDG AND YOU'RE CLRED FOR THE OPTION RWY 27.' THIS SITUATION COULD BE PREVENTED IN THE FUTURE IF THE CTLRS AT ILG TWR EXHIBIT MORE SITUATIONAL AWARENESS OF THE ACFT IN THE PATTERN AND BY MAINTAINING A PARTICULAR SEQUENCE THAT WAS ALREADY ESTABLISHED INSTEAD OF MAKING THE IMPROMPTU CHANGES.

Data retrieved from NASA's ASRS site as of January 2009 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.