ACFT X AFTER DEP WAS GIVEN A L TURN WHICH CREATED AN NMAC SIT WITH ACFT Y IN THE LCL TFC PATTERN. BOTH ACFT TOOK EVASIVE ACTION.

Narrative

MY FLT WAS FROM DVT TO PRC. I WAS CLRED FOR TKOF ON RWY 7R 'STRAIGHT AHEAD.' FREQ 118.4 WAS IN USE FOR DEPS. FREQ 120.2 WAS IN USE FOR ARRS FROM THE N. FREQ 118.4 WAS IN USE FOR ARRS FROM THE S. I ADVISED THE TWR THAT I WAS DEPARTING TO THE NW. UPON CLRING THE DEP END OF THE RWY; I CONFIGURED THE AIRPLANE FOR A CLB. THE TWR CTLR THEN ADVISED ME THAT I WAS APPROVED FOR A L TURN AND TO MONITOR 120.2. I THEN SWITCHED FREQS; LOOKED FOR TFC; AND BEGAN A L CLBING TURN WHEN I THOUGHT I WAS CLR. AT APPROX 1000 FT AGL; I OBSERVED A C172 ON THE DOWNWIND IN VERY CLOSE PROX TO MY AIRPLANE. THE C172 WAS FLYING DOWNWIND PARALLEL TO THE RWY AND I WAS TURNING L XWIND. THE C172 PLT ADVISED THE TWR OF A NEAR MISS AND THE TWR RESPONDED 'I DON'T HAVE YOU.' I THEN ADVISED THE TWR THAT I DID HAVE THE C172 IN SIGHT OFF MY R TAIL. BOTH ACFT TOOK EVASIVE ACTION. WHEN I WAS APPROVED FOR A L TURN; I WAS TOLD TO MONITOR FREQ 120.2. I WAS NOT GIVEN A TA CONCERNING THE AIRPLANE ON DOWNWIND. THE TAPES CAN VERIFY THIS. I KNOW IT IS THE PLT'S RESPONSIBILITY TO SEE AND AVOID. HOWEVER; A CLBING L TURN SEVERELY LIMITS THE PLT'S VIEW. HAD I BEEN ADVISED OF OTHER TFC ON DOWNWIND; I WOULD NOT HAVE TURNED UNTIL I HAD THE AIRPLANE IN SIGHT.