GA pilot on short final to MTJ; a non towered airport; reported an NMAC with an air carrier on short final for an intersecting runway not communicating on CTAF.

Narrative

Montrose needs an operating control tower or different procedures to keep a mid-air collision from occurring. I was on an IFR flight plan to MTJ in VMC conditions. When getting vectored for the IAF on an RNAV approach; I elected to cancel IFR services and proceed under VFR since the weather was SKC and 10+ visibility and in order sequence into the traffic pattern at this uncontrolled airport. This is a routine practice of cancelling IFR services before entering the traffic pattern at an uncontrolled airport when in VMC and for uncontrolled airports for several reasons. In order to avoid closing the airport to other IFR traffic unnecessarily such as before the number to close the flight plan is called after having landed; because of the need to switch to the CTAF or UNICOM frequency. Especially if single-pilot without the ability to work multiple radios before entering the pattern; and because the controller isn't able to de-conflict or relieve the pilot of the primary responsibility to see-and-avoid since it is an uncontrolled airport in VMC conditions. For this particular approach; I also considered that instead of contributing to potential delays for the turbine aircraft with higher approach speeds and landing requirements flying the RNAV Rwy 35; I would instead enter the traffic pattern for the smaller runway 31 as it seemed a number of piston aircraft were already doing. I executed a 360 degree turn about 15 miles from the airport in order to descend to traffic pattern altitude and sequence for spacing with existing traffic for the pattern to Rwy 31. I entered the downwind following Aircraft Y flight doing stop-and-goes. When I looked up the valley to where the straight-in approach for Rwy 35 would be; I saw a turbine aircraft flying approach at a distance I estimated at 5 miles. I made a base turn while observing Aircraft Y one leg ahead on Final. While turning final; Aircraft Y was nearing touchdown; so I was focused on making sure I would not overtake Aircraft Y in landing. While on short final I heard someone on CTAF say; 'Aircraft X; are you aware there's turbine aircraft landing just ahead of you?'. At this point I saw the turbine aircraft on Short Approach to 35 and I called on the CTAF that I would go around. I applied full power and configured for a climb. I then began to consider the wake turbulence prospect and sought to immediately turn a left cross wind to avoid going over the wake. I climbed to traffic pattern altitude; joined the downwind; and made a short approach to a normal landing on Rwy 31. I never heard the turbine aircraft pilot announce any position on approach to landing 35. This was a near miss; and I can't help but consider a number of factors that are contributing to an extremely unsafe situation at Montrose. Jet traffic not on CTAF / not announcing position. For traffic landing north; this creates a situation where faster traffic could be overtaking and crossing paths with slower traffic and have no awareness of this condition. A mix of Straight-in approaches to Rwy 35 vs non-towered field pattern entry; especially for Rwy 31 create inconsistency and the potential for conflict. Center controllers sequence traffic on the RNAV; but they cannot be factoring in VFR traffic without a tower. This creates a false sense of security. Ground ops and flight ops on same frequency. There was already frequency congestion; and now when we have jets announcing pushback on the CTAF which is the same frequency used for in-flight position communications; it's untenable. Not more than an hour after my near miss; another piston pilot announced that an airline jet 'cut him off' and he angrily told the airline pilot about it. The airline pilot never responded. May have been too embarrassed; or perhaps as I suspect; he wasn't even on the CTAF frequency. I really hope something is done before there's a mid-air and loss of life.