BE35 PLT HAD LESS THAN LEGAL SPACING AT AN UNCTLED ARPT AFTER HAVING UNKNOWN RADIO FAILURE AT MMV.

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APCHING MMV; I TUNED IN THEIR AWOS ON 135.67 AND RECEIVED FOLLOWING WX: VIS 10+ WIND 360 DEGS AT 8 KTS. THERE IS A NOTAM FOR MMV TO USE RWY 22 FOR LNDGS WHEN WIND IS 5 KTS OR LESS. THIS OBVIOUSLY MEANS YOU SHOULD USE RWY 22 UP TO A 5 KT WIND FROM ANY DIRECTION. BY IMPLICATION; THIS MEANS IF THE WIND IS OVER 5 KTS YOU SHOULD LAND INTO THE WIND; OR WITH AT LEAST A HEADWIND COMPONENT. AFTER RECEIVING AWOS INFO; I CHOSE TO USE RWY 4 BASED ON WIND 360 DEGS AT 8 KTS. I ATTEMPTED TO CONTACT MMV UNICOM ON 123.0 BUT GOT NO RESPONSE. THERE WAS NO OTHER TFC ON THE FREQ. ENTERING THE PATTERN ON 45 DEGS TO L DOWNWIND; I OBSERVED NO OTHER TFC IN THE PATTERN AND THE RWYS WERE CLR OF TFC. I ANNOUNCED ON 123.0 CTAF MY POS ON DOWNWIND FOR RWY 4 AND AGAIN ON L BASE FOR RWY 4. AS I ROLLED WINGS LEVEL ON FINAL; I SAW A CESSNA 500 FT TO MY L AND ABOUT 200 FT ABOVE ME. THIS AIRPLANE HAD JUST DEPARTED RWY 22. I IMMEDIATELY SWITCHED TO MY #2 RADIO AND ANNOUNCED MYSELF ON SHORT FINAL FOR RWY 4. AT LEAST 2 AIRPLANES RESPONDED THAT THEY WERE DEPARTING ON RWY 22 AND I SAW AN AIRPLANE THAT APPEARED TO BE XING THE FAR END OF THE RWY. SINCE THE RWY WAS CLR; I COMPLETED MY LNDG ON RWY 4. MY #1 RADIO WAS NOT WORKING UNBEKNOWNST TO ME. I SHOULD HAVE TRIED TO CONTACT MMV FSS. IF NOTHING ELSE THIS MAY HAVE GIVEN ME A CLUE THAT #1 VHF WAS INOP. I WAS IN EFFECT A NO RDO AIRPLANE AND DIDN'T KNOW IT. HOWEVER; THE DEPARTING ACFT SHOULD HAVE BEEN USING RWY 4 AS PUBLISHED PROCS IMPLIED. I HAVE CAUTIONED MYSELF TO BE MORE AWARE OF POSSIBLE RADIO FAILURE AND TO USE ALL AVAILABLE FACILITIES; BUT I ALSO BELIEVE THAT IF SPECIAL PROCS ARE PUBLISHED FOR AN ARPT ALL PLTS SHOULD FOLLOW THEM REGARDLESS OF LONGER TAXI TIMES.