NMAC OR POTENTIAL CONFLICT AS ONE SMA LANDS ON OCCUPIED RWY OVER ANOTHER.

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BEFORE ENTERING MY ACFT I OBSERVED AN ACFT OVERHEAD TURNING EBOUND. KNOWING ANOTHER ACFT WAS IN THE VICINITY I WAS EXTRA CAREFUL IN CLRING THE TFC PATTERN FOR BOTH RWYS BEFORE TAXIING TO THE RWY BEING THE WIND WAS LIGHT AND VARIABLE AND EITHER RWY COULD HAVE BEEN IN USE. I MADE A RADIO CALL THAT I WAS TAXIING FOR RWY 36 AND HEARD NO RESPONSE ON THE CTAF FREQ 122.90. AFTER LINE UP AND CHKLIST COMPLETE I AGAIN CALLED THAT I WAS DEPARTING RWY 36 WITH DIRECTION OUTBOUND. I HEARD ANOTHER RADIO KEY UP (CARRIER ONLY) BUT NO VOICE AS TKOF PWR WAS APPLIED. ABOUT 4 SECONDS INTO THE TKOF ROLL A PRIVATE ACFT LANDED OVER TOP MY ACFT TOUCHING DOWN ABOUT 200 FT IN FRONT OF MY ACFT. I ABORTED THE TKOF AND ALLOWED THE PRIVATE ACFT TO CLR THE RWY. I TRIED TO CONTACT THE PRIVATE ACFT AGAIN BUT DID NOT RECEIVE A RESPONSE. WITH THE OTHER PRIVATE ACFT OFF THE RWY. I TOOK OFF AND CONTINUED THE FLT. THERE ARE A NUMBER OF FACTORS THAT I BELIEVE ACCUMULATED TO ALLOW THIS EVENT. FIRST OF ALL; I OBSERVED THE PRIVATE ACFT PROCEED EBOUND AFTER CIRCLING OVERHEAD; THEN LANDED OVER TOP MY ACFT ON RWY 36. THIS MEANS HE HAD TO FLY A R HAND PATTERN WHICH IS NONSTANDARD FOR THIS ARPT. THE SECOND FACTOR IS THAT THE TREES AROUND THE RAMP ON THIS ARPT BLOCK THE VIEW OF AN ACFT ON FINAL ON EITHER RWY. IN ORDER TO CLR THE FINAL APCH OF EITHER RWY; AN ACFT TAXIING FROM THE RAMP HAS TO BE ON THE RWY TO SEE PAST THE TREES. THIS IS EVEN WORSE FOR RWY 36 IF AN ACFT IS TO THE R OF THE FINAL APCH COURSE OR ON A R HAND PATTERN. THE LAST FACTOR; THE ONE I BELIEVE CONTRIBUTED THE MOST TO THIS INCIDENT; HAS TO DO WITH THE RECENT CHANGE IN THE CTAF. THE PUBLISHED FREQ JUST SWITCHED TO 122.9; WHICH I WAS USING. ABOUT 50 PERCENT OF THE PLTS OPERATING INTO THIS ARPT ARE STILL USING 122.8; THE OLD CTAF. I DON'T KNOW IF THE OTHER ACFT WAS USING THIS FREQ OR HAD AN INOPERABLE XMITTER BECAUSE RADIO CONTACT WAS NEVER ESTABLISHED. IT IS OF MY OPINION THAT THE FREQ SHOULD HAVE BEEN LEFT 122.8. IN THIS AREA WE DON'T HAVE A PROB WITH FREQ CONGESTION AND IN FACT BEING ABLE TO HEAR WHAT IS GOING ON AT THE ARPTS AROUND US ADDS TO THE LEVEL OF SAFETY. MOST OF THE PLTS OPERATING INTO THESE ARPTS ARE VERY HELPFUL WITH PROVIDING INFO ON WX; RWY CONDITIONS AND OTHER OPERATING INFO IN AN AREA OF RURAL ALASKA WHERE THIS INFO IS HARD TO GET. KNOWING WHO IS OPERATING AT WHAT ARPT ALLOWS US TO KNOW WHO WE WILL MEET ENRTE EVEN IF WE ARE LNDG AT ANOTHER ARPT. I THINK THE FAA SHOULD ASK FOR PUBLIC INPUT ON SUCH FREQ CHANGES AND SOMEHOW MAKE A CHANGE MORE OBVIOUS THAN JUST SHOWING UP ON A SECTIONAL CHART OR ARPT DIRECTORY.