Narrative:

While established on downwind at the departure end of runway 32 at gai; a cessna called entering downwind. I visually located the aircraft at my 9 o'clock position at about 1/4 mile. I asked if he had the aircraft established on downwind (me) at the departure end of runway 32 in sight. The cessna responded he had the aircraft on downwind in sight and continued to fly toward me on a direct collision course. I asked the cessna if he intended to be number 1 on downwind for runway 32; and the pilot replied he was 'ahead of the other aircraft and therefore was number 1.' I climbed to avoid collision; called that I was climbing and exiting the downwind leg. I performed a 360 degree turn; keeping the cessna in sight; and reestablished on downwind leg as number 2.often; instructors disregard aim procedures causing hazardous inflight situations in/around the traffic pattern; including failing to yield to aircraft established on downwind leg and forcing other aircraft to break out to avoid collision; taking off with aircraft on final; forcing the aircraft on final to go around; continuing to fly patterns to within 50 feet of the runway with disabled aircraft on the approach end of the runway; using line up and wait procedures on the uncontrolled airport to insert themselves into the traffic flow and force aircraft turning base to extend downwind. I'm extremely concerned about what students are learning about right of way; aircraft avoidance; and see and avoid; particularly in traffic pattern operations.I've learned; flying at gai over the past year; that safety is not the primary factor. This means it is incumbent upon other pilots to be extremely wary of flight operations; and always be ready to break out or go around when [particular] aircraft are in the air.

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Original NASA ASRS Text

Title: GA pilot on downwind reported they had to take evasive action to follow traffic entering the pattern on a collision course with them.

Narrative: While established on downwind at the departure end of Runway 32 at GAI; a Cessna called entering downwind. I visually located the aircraft at my 9 o'clock position at about 1/4 mile. I asked if he had the aircraft established on downwind (me) at the departure end of Runway 32 in sight. The Cessna responded he had the aircraft on downwind in sight and continued to fly toward me on a direct collision course. I asked the Cessna if he intended to be number 1 on downwind for Runway 32; and the pilot replied he was 'ahead of the other aircraft and therefore was number 1.' I climbed to avoid collision; called that I was climbing and exiting the downwind leg. I performed a 360 degree turn; keeping the Cessna in sight; and reestablished on downwind leg as number 2.Often; instructors disregard AIM procedures causing hazardous inflight situations in/around the traffic pattern; including failing to yield to aircraft established on downwind leg and forcing other aircraft to break out to avoid collision; taking off with aircraft on final; forcing the aircraft on final to go around; continuing to fly patterns to within 50 feet of the runway with disabled aircraft on the approach end of the runway; using line up and wait procedures on the uncontrolled airport to insert themselves into the traffic flow and force aircraft turning base to extend downwind. I'm extremely concerned about what students are learning about right of way; aircraft avoidance; and see and avoid; particularly in traffic pattern operations.I've learned; flying at GAI over the past year; that safety is not the primary factor. This means it is incumbent upon other pilots to be extremely wary of flight operations; and always be ready to break out or go around when [particular] aircraft are in the air.

Data retrieved from NASA's ASRS site 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.