INSTRUCTOR WITH SPI HAS NMAC WHEN ENTERING TFC PATTERN.

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WE ENTERED THE PATTERN ON A 2 MI L 45 DEG ENTRY AT THE PATTERN ALT OF 1200 FT. A CESSNA 182 (OR SIMILAR) WAS PLANNING ON ENTERING THE PATTERN ON A 1/2 MI 45 DEG AT 1200 FT MSL ALSO. THE OTHER ACFT WAS FLYING PARALLEL AND OPPOSITE TO DOWNWIND TFC AND 1 MI OUTSIDE OF DOWNWIND TFC (SEE DIAGRAM). THE OTHER ACFT AND US WERE ON A COLLISION COURSE. THE 2 ACFT HAD AN APPROX CLOSURE RATE OF 120-140 MPH. I SAW THE OTHER ACFT AT 200 FT DISTANCE AND TOOK EVASIVE ACTION BY PUSHING THE CTL YOKE FULLY FORWARD. THE OTHER ACFT DID NOT TAKE ANY EVASIVE ACTION. NO INJURIES OCCURRED DUE TO THE NEGATIVE G'S AND WE LANDED WITHOUT FURTHER INCIDENT. THE OTHER ACFT WAS RED AND WHITE; BUT I DID NOT CONTINUE TO TRACK THE ACFT TO DETERMINE THE REGISTRATION NUMBER. CONTRIBUTING FACTORS INCLUDE OUR ACFT BEING HIDDEN BY THE SUN'S REFLECTION OFF THE OCEAN. ADDITIONALLY; THE ARPT WAS CURRENTLY USING RWY 26. THIS RWY IS NOT NORMALLY USED AND SO THE ENTRY POINTS AND STANDARDS OF THE TFC PATTERN ARE NOT UNIFORM FOR THE LCL TFC. IE; NORMALLY; THIS ARPT USES THE 'RIVER AND HWY 1' AS A CHKPOINT TO ENTER ON A 45 DEG ENTRY; BUT RWY 26 HASN'T ANY STANDARD CHKPOINTS. HUMAN FACTORS INCLUDE MY DIFFICULTTY COMMUNICATING WITH THE STUDENT. I NEGLECTED TO LOOK OUT THE GLARE SCREEN FOR 15-20 SECONDS IN THE DIRECTION FROM WHICH THE OTHER ACFT APCHED. ADDITIONALLY; THE OTHER PLT/CREW MAY HAVE HAD FACTORS THAT CAUSED THEM TO ENTER ON SUCH A SHORT 45 DEG ENTRY.