NMAC OCCURRED INVOLVING A MIL C130 AND A BE10. THE C130 WAS ON THE GO AFTER COMPLETING A PRACTICE ILS APCH RWY 6. THE BE10 WAS ON A PRACTICE LOC BACK COURSE APCH TO RWY 24. LCL CTLR WAS UNABLE TO TURN THE C130 AWAY FROM THE BE10 DUE TO LCL CTLR FREQ FAILURE. THE BE10 TURNED L TO AVOID THE C130. THE BEACON TARGETS MERGED AT 2000 FT. FREQ RETURNS AFTER ABOUT 5 MINS. AIRWAYS FACILITIES ALLEGES OUTAGE WAS SELF CORRECTING PROB.

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I WAS ON LCL CTL. VFR CONDITIONS. RWY 6 IS ACTIVE AT ABE. A C130 ON AN IFR FLT PLAN DOING PRACTICE APCH AT ABE. A BE10 ON A VFR FLT PLAN DOING PRACTICE APCH AT ABE. THE C130 DOES A TOUCH-AND-GO ON RWY 6 FROM ILS 6 APCH. THE BE10 IS 8 NM NE OF ABE ON LOC BACK COURSE RWY 24 APCH. STANDARD OP FOR A C130 IS TO CLB TO 3000 FT MSL ON RWY HDG ON THE GO AFTER THE APCH. JUST WHEN I WENT TO TURN THE C130 L TO ALLOW THE BE10 TO CONTINUE INBOUND; MY LCL FREQ WENT OUT. SINCE #2 XMITTER WAS ALREADY OTS; I HAD NO FREQ. THE APCH CTLR TRIED 121.5 AND 243.0 BUT NO USE. I DON'T KNOW IF THE BE10 HEARD MY PANICKED CRY TO TURN L OR IF HE SAW THE C130 OR IF HE WAS DONE WITH THE APCH; BUT HE TURNED L TO AVOID THE MIDAIR. THE BEACON TARGETS MERGED AT THE SAME ALT (2000 FT MSL). I SHOULD MENTION THAT THE BE10 WAS CLRED FOR AN APCH SO WE MUST PROVIDE IFR SEPARATION. MY FREQ (120.5) RETURNED ABOUT 5 MINS LATER. AIRWAYS FACILITIES HAD NO EXPLANATION EXCEPT THAT IT WAS A 'SELF CORRECTING PROB.' NO PLT COMPLAINED. I WAS SCARED.