Light aircraft pilot reported aborting take off at AWO due to aircraft overflight conflict then taking evasive action on climb out for overtaking traffic conflict resulted in a NMAC.

Narrative

The sequence happened when I was taking off from runway 16 at Arlington Municipal (KAWO). After waiting for 3 airplanes to land; and with one additional light airplane turning from downwind to base; I announced my takeoff on CTAF. Immediately after I announced my takeoff (next transmission); a glider tow plane announced their takeoff from the grass adjacent to runway 16; towing a glider. I announced that I would be holding on the runway to give way to the tow plane.Because I was occupying the runway; [aircraft Y] in the traffic pattern was now on final and announced a go-around. In their go-around transmission; they announced that they would be offsetting their upwind leg. Two additional airplanes were also now waiting for takeoff behind me. I interpreted this to mean that the [aircraft Y] was trying to give me space to takeoff; so after the [tow aircraft] has departed and with more traffic waiting for me; I announced my takeoff and began my roll. The [other aircraft] on go-around heard my transmission and immediately told me to hold; so I aborted the takeoff almost immediately and held position on the runway. [Aircraft Y] then appeared directly above me several hundred feet over the runway and had not offset their flight path.After [aircraft Y] was clear; I was able to takeoff from my abort point due to having well over 4000 feet of runway remaining. I departed straight out. On climb-out; I had a [light aircraft] depart almost immediately after me and come within 500 feet horizontally and 200 feet vertically from directly behind and below. I was made aware of this via ADS-B alerts. [Aircraft Z] turned an early crosswind for the traffic pattern; and I continued straight-out southbound.What went well:- Though [aircraft Z] was not where they said they would be; they immediately made a radio call when they saw me begin rolling on a takeoff that would cause a traffic conflict; allowing early avoidance.- This was my first-ever aborted takeoff outside of training; and it was a non-event.What didn't go well:- [Aircraft Y] cut me off and took off ahead of me after I had announced my takeoff. They may have simply missed my transmission; but their takeoff forced me to have to give way per 14 CFR 91.113(d)(4) even though I had begun my takeoff first.- I made an assumption that [aircraft Y] had offset to allow me to takeoff. In retrospect; that probably was not their intent.- Because I held on the runway for [aircraft Z]; I had lost visual contact on [aircraft Y] and could not see their actual flight path.- [Aircraft Y] took off way too close behind me and caused another traffic conflict.I think the [light aircraft] decision to takeoff after my announced takeoff was the first link in the chain. My takeoff was the first announced takeoff; and if they had allowed me to complete my takeoff; I would not have had to hold on the runway with my back to the [other aircraft]. Perhaps in the future if a takeoff is blocked by another airplane after I enter the runway at an untowered airport; the action should be to taxi to the next taxiway and exit the runway; minimizing risk exposure in the runway environment (you lose sight up final when you turn on for takeoff; and all airplanes converge on the runway!).After [aircraft Y]; my assumption that [aircraft Z] was going to be out of my way for takeoff based on their radio call was the second mistake in the sequence and caused my aborted takeoff when I realized my mistake. It's important to have visual contact with other airplanes in the pattern; even if what they say seems clear. Again; the best course of action may have been to exit the runway to regain situational awareness up final; or wait until [aircraft Z] was in visual contact before making a decision.After takeoff; the next airplane departed way too soon after me; resulting in very little separation on departure. I think they may have been under the same pressure as I was: get out efficiently because there are a lot of people in the traffic pattern. AWO is incredibly busy for an untowered airport; and this is not the first time I've seen another airplane get too close to me.The biggest change that could avoid situations like this is to give AWO a control tower. Especially during good weather; there are enough airplanes flying at that airport that the traffic pattern can become chaotic; and separation does not seem to get maintained. Even just before this sequence; the airplanes landing prior to me taking the runway were at very tight intervals; tighter than they would have been with a control tower. It is also not unusual to see simultaneous 11/29 and 34/16 operations; and those two runways have conflicting traffic patterns. Controlling the traffic pattern would alleviate these issues; and likely increase the amount of traffic throughput AWO can safely sustain.