GA pilot reported during final approach they had a near midair collision with another aircraft on initial approach that was head on within their path. Both aircraft took evasive action to prevent a collision.

Narrative

I was landing In GGE returning from a XC with a passenger on; conditions VFR but the ceiling was missing; I stated my intentions with approach and requested the RNAV 05 into GGE due to the reported wind 030/07; as soon as I was allowed to switch to CTAF I announced my intention and position (20 Miles south west of the field and executing the GPS-05); a few seconds later a call from a VFR training Aircraft X announced herself that she was 12 miles north of the field inbound for a GPS-23 and she was planning to execute a miss approach procedure; that was projecting her right into my final segment of my approach; the radio transmission from the training flight was quite unprofessional in the execution. After I heard the transmission; I called the traffic with and stated my speed (210 GS) and that I was looking for them; she said that she was looking for us too. As I approached my FAF (2 miles) I announced position and type of landing on CTAF and I did that also on Freq with MYR approach; I also inquired about the plane on the opposite direction; MYR Approach stated that they were not in contact with that traffic even if that flight was just handed off from them and it departed from MYR. About 15 seconds after I called my 5 miles final to runway 5; Aircraft X announced the execution of the miss approach that was taking he straight head on with my path; at that point I moved to the right of my course and kept momentarily the airplane above GS and slow down to the minimum safe speed that I could on my approach; to assess the situation; 8 second after the announcement of the miss approach; Aircraft X announced that she was moving to the right of her course to avoid conflict; that very close to my altitude and path.I think that if I was the instructor in the training aircraft; to show better judgment; I would have modified the approach to a circle to land; if the wind was as reported and previous IFR traffic announced itself on the logical runway to be used; it's also a common sense and professional courtesy to consider that. I would also consider that the Aircraft X maximum tail wind landing is considered 5-10 knots; so perhaps one more reason to modify the approach to avoid conflicts; still being able to create a positive learning experience. That; is what I do when I'm faced with the similar situation.