UNCTLED ARPT; NIGHT OP; MULTIPLE RWY OP INTERSECTING RWYS; SMA FORCED TO GAR MY SMT LNDG ON OTHER RWY.

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ON ABOUT 3 MI FINAL TO RWY 27 AT ESC; AN SMA RPTED ON DOWNWIND TO RWY 36. SINCE WE HAD NO VISUAL WITH THE SMA; WE CONTINUED THE STRAIGHT-IN APCH TO RWY 27; BELIEVING WE HAD PLENTY OF TIME TO LAND BEFORE THE SMA WAS ANYWHERE CLOSE TO LNDG. HE RPTED TURNING BASE LEG; AND AS WE WERE ON VERY SHORT FINAL; I FINALLY SAW THE SMA. HE WAS ON VERY SHORT FINAL ALSO; APPARENTLY GOING AROUND. I NEVER SAW A LNDG LIGHT ON; WHICH WOULD HAVE HELPED OUT TREMENDOUSLY. IN A TELEPHONE CONVERSATION WITH THE SMA PLT LATER; HE MENTIONED THAT HE HAD ME IN SIGHT THE WHOLE TIME. WHY HE DIDN'T MENTION THAT AT THE TIME; OR EXTEND HIS PATTERN WHEN IT BECAME OBVIOUS WHEN WE DID NOT HAVE A VISUAL ON HIM; OR AT THE VERY LEAST SHOWN A LNDG LIGHT IS BEYOND ME. HE FURTHER INDICATED NO WILLINGNESS; EVEN AS A REGIONAL 'SAFETY COUNSELOR;' TO TEACH HIS STUDENTS TO TURN ON SOME LIGHTS WHEN ACR ACFT; FLYING AT MUCH HIGHER SPDS; ARE IN THE AREA. I WOULD ALSO ADVISE ACR CREWS TO USE EXTRA VIGILANCE IN UNCTLED ARPTS; AS GA ACFT ARE USUALLY VERY DIFFICULT TO SPOT; AND TO FLY A COMPLETE TFC PATTERN WHEN IN DOUBT AS TO THE LOCATION OF OTHER ACFT. SEEING THE SMA SO CLOSE TO US; I WAS ABOUT TO EXECUTE A GAR. HOWEVER; THE SMA APPEARED TO BE DOING SO ALREADY; AND THE SAME ACTION ON OUR PART WOULD PROBABLY HAVE PUT US AT RISK OF COLLISION; SO I ELECTED TO PROCEED WITH A NORMAL LNDG.