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

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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.