Narrative:

I was practicing takeoffs and landings in the traffic pattern after returning from a solo cross-country flight. The instance occurred on my fifth flight in the pattern. I was established on initial climb immediately following a touch and go. I made my radio call on CTAF announcing that I would begin my turn to crosswind. After visually clearing the area and checking ads-B; I made my left hand turn. As soon as I rolled level I saw a white cessna at my 1 O'clock position slightly above my altitude (by about 20-50 ft). I immediately rolled back to the north (while the cessna continued south on an extended downwind). After resolving the situation I called the cessna pilot on CTAF alerting him once again of my position; now at his 5 o'clock low. At this point the pilot acknowledge that he saw me at this moment following my evasive action. He took no evasive action and appeared unaware of the conflict until hearing my direct call informing him of the situation. This pilot was unfamiliar with the area and made nonstandard radio calls. He entered the downwind from 4 miles north; which had him crossing the crosswind leg of the pattern at an altitude low enough to pose a conflict. The pattern was full with a high volume of both flight training and unaffiliated traffic. The cessna was not visible on ads-B. Despite my radio call prior to turning crosswind; there was no acknowledgement by this pilot. The small profile of his aircraft (from being at my altitude) reduced his visibility. The white paint further matched the sun-lit desert terrain below. I believe that the cessna pilot was unfamiliar with the area and local procedures. High traffic volume and higher-performance aircraft likely contributed to his higher workload. He lacked appropriate situational awareness and was unaware of the traffic conflict posed until after he was alerted following my evasive maneuver.

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Original NASA ASRS Text

Title: SR20 pilot reported that a C172 entered the traffic pattern improperly and caused a NMAC.

Narrative: I was practicing takeoffs and landings in the traffic pattern after returning from a solo cross-country flight. The instance occurred on my fifth flight in the pattern. I was established on initial climb immediately following a touch and go. I made my radio call on CTAF announcing that I would begin my turn to crosswind. After visually clearing the area and checking ADS-B; I made my left hand turn. As soon as I rolled level I saw a white Cessna at my 1 O'clock position slightly above my altitude (by about 20-50 ft). I immediately rolled back to the North (while the Cessna continued South on an extended downwind). After resolving the situation I called the Cessna pilot on CTAF alerting him once again of my position; now at his 5 o'clock low. At this point the pilot acknowledge that he saw me at this moment following my evasive action. He took no evasive action and appeared unaware of the conflict until hearing my direct call informing him of the situation. This pilot was unfamiliar with the area and made nonstandard radio calls. He entered the downwind from 4 miles North; which had him crossing the crosswind leg of the pattern at an altitude low enough to pose a conflict. The pattern was full with a high volume of both flight training and unaffiliated traffic. The Cessna was not visible on ADS-B. Despite my radio call prior to turning crosswind; there was no acknowledgement by this pilot. The small profile of his aircraft (from being at my altitude) reduced his visibility. The white paint further matched the sun-lit desert terrain below. I believe that the Cessna pilot was unfamiliar with the area and local procedures. High traffic volume and higher-performance aircraft likely contributed to his higher workload. He lacked appropriate situational awareness and was unaware of the traffic conflict posed until after he was alerted following my evasive maneuver.

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.