BE36 MAKES GAR TO AVOID CONFLICT WITH C152 AT NON TWR ARPT.

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CONDITIONS WIND LIGHT AND VARIABLE; PLANE BE36 BONANZA. I HAD JUST RETURNED FROM A LONG XCOUNTRY IFR TRIP AND WAS PLANNING ENTRY INTO MY BASE C77 AT BELVIDERE; IL. I HAD NOT HEARD ANY RADIO XMISSIONS FROM THE FIELD SINCE I STARTED LISTENING 15 MI OUT. ATC HAD INFORMED ME OF ONE PLANE IN THE PATTERN AS I CANCELED. AT 5 MI OUT CALLED UNICOM FOR ACTIVE; THERE WAS NO REPLY. I ANNOUNCED MY INTENTIONS TO ENTER L DOWNWIND RWY 30 LAND; AND ONCE AGAIN UPON ENTRY TO L DOWNWIND RWY 30. IT WAS AT THIS TIME A RADIO XMISSION RPTED 'ACTIVE I BELIEVE IS RWY 12;' THEN A CESSNA RPTED L DOWNWIND FOR RWY 12 TOUCH AND GO. I SAW WHAT APPEARED TO BE A HIGH WING PLANE WELL INTO L DOWNWIND RWY 12. FELT BEST IF I FOLLOWED THAT PLANE SO I COMPLETED THE PATTERN AROUND TO ENTER L DOWNWIND RWY 12 AND ANNOUNCED INTENTIONS. IT WAS AT THAT TIME THAT I OBSERVED I WAS OVERTAKING A 152 CESSNA IN THE PATTERN 300 FT BELOW AND 1000 FT TO MY L. I STATED THAT I OBSERVED 2 CESSNAS IN THE PATTERN BELVIDERE. REPLY 'I THINK THE OTHER IS A STINSON.' I RPTED THAT I WOULD BE #2 TO LAND AT BELVIDERE STILL ASSUMING THE FIRST PLANE WOULD LAND RWY 12 AS HE APPEARED TO BE NOW TURNING L BASE. I EXTENDED MY L DOWNWIND LEG AND TURNED L BASE AND THEN 2.6 MI FINAL FOR RWY 12 BELVIDERE. I OBSERVED THE 152 CESSNA TURN A QUICK L BASE AND THEN FINAL IN FRONT OF MY POS FOR LNDG ON RWY 12 TOUCH AND GO. THE OTHER PLANE WAS LNDG ON THE GRASS RWY 9 AND WAS NOT IN COM. BOTH THE CESSNA ON SHORT FINAL FOR RWYS 12 AND 9 APPEARED TO BE ON THE SAME GLIDE PATH AND TOUCH DOWN POINT. CESSNA RADIOED 'AWARE OF LNDG TFC RWY 9.' I EXPECTED THE CESSNA TO DO A GAR AT THIS TIME FOR IT APPEARED QUITE UNSAFE. AN ABORTED LNDG BY THE PLANE LNDG ON RWY 9 WOULD OF FORCED AN IMMEDIATE CONFLICT FOR THE CESSNA AND THE ABSENCE OF RADIO COM BY THE FIRST PLANE LNDG RWY 9 INCREASED THE RISK. THE CESSNA CHOSE TO FLY OVER CONFLICTING TFC BUT INSTEAD OF TOUCH AND GO PERFORMED A LAND AND GO. THE DELAY TO BECOME AIRBORNE AGAIN BY THE CESSNA FORCED ME TO CALL AND PERFORM A GAR. TRACKING R AND OUT CLBING THE CESSNA KEPT SEPARATION 400 FT PLUS. I ASKED FOR PERMISSION TO LAND TWICE. THE CESSNA TOOK THE HINT AND EXITED 45 DEGS OUT. I HAD ANNOUNCED MY ALT FIRST FOR I BELIEVE THEY WOULD NOT BE ABLE TO SEE MY POS. I ANNOUNCED MY INTENTIONS TO TURN BEHIND THE L DOWNWIND RWY 12 AND DID SUCH. LNDG SUCCESSFULLY. I FEEL I DANGEROUSLY FLEW CLOSE TO THE CESSNA IN TFC PATTERN. THE FIRST TIME I WAS UNAWARE OF ITS POS FOR IT WAS LOWER THAN TPA. THE SECOND TIME DUE TO A FORCED GAR BECAUSE CESSNA CUT IN FRONT OF LNDG TFC AND FAILED TO EXECUTE WITH ALACRITY A TOUCH AND GO. THE THIRD TIME MAY HAVE BEEN ON PATTERN REENTRY BEHIND THE CESSNA. POSSIBLY BOTH OF US ASSUMED WE WERE FIRST TO LAND. THE CESSNA NOT ALLOWING A FASTER PLANE TO LAND FIRST COMPLICATED MATTERS. TO AVOID SUCH A SIT AGAIN I WILL NOT ALLOW MYSELF TO BE ON FINAL AGAIN WITH A SLOWER PLANE IN FRONT. ALSO BEING MORE MINDFUL THAT AT C77 THERE IS A LOT OF TRAINING FLTS AND THEIR FLT MIGHT NOT ALWAYS BE SO PREDICTABLE.