SR22 AND SAILPLANE LAND OPPOSITE DIRECTIONS AT NON TOWERED ARPT. SAILPLANE HAD NOT MADE ADVISORIES.

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I APCHED 6S5 NEAR HAMILTON; MT; AT APPROX XA15 AS PIC OF A CIRRUS SR22. 6S5 IS A NON-TWRED ARPT WITH AN ELEVATION OF APPROX 3600 FT AND AN AVERAGE OF 65 OPS PER DAY. IT HAS A SINGLE ASPHALT RWY (16/34) THAT IS 4200 FT LONG AND 75 FT WIDE. THE WINDS WERE RPTED ON THE AWOS TO BE LIGHT OUT OF THE NW AND THERE WAS A SLIGHT HAZE AND SCATTERED CLOUDS. A FEW MINS PRIOR TO MY ENTERING THE TFC PATTERN; A TOW PLANE RPTED ON THE LCL CTAF FREQ THAT IT HAD RELEASED A GLIDER AT '7000 FT.' NO OTHER POS WAS RPTED. IN ADDITION; 2 AIRPLANES WELL AHEAD OF ME RPTED THEIR INTENTION TO LAND ON RWY 34; WHICH WAS CONSISTENT WITH THE WIND DIRECTION. I; THEREFORE; PLANNED A NORMAL TFC PATTERN APCH TO THAT RWY AS RECOMMENDED BY AIM FIGURE 4-3-2. DURING MY 45 DEG ENTRY AND THROUGHOUT MY TFC PATTERN; I MADE ROUTINE POS RPTS. NO OTHER ACFT RPTED BEING IN THE VICINITY OF THE ARPT OR INDICATED THAT MY APCH MIGHT IN ANY WAY CONFLICT WITH THEIR OPS. THE RWY WAS CLR AND I MADE A NORMAL APCH AND LNDG. ALMOST IMMEDIATELY AFTER I TOUCHED DOWN; I SAW THE THIN PROFILE OF A GLIDER THAT HAD APPARENTLY JUST TOUCHED DOWN ON RWY 16 AND WAS COMING TOWARD ME. I APPLIED BRAKES AND; AS THE GLIDER WAS VEERING TO ITS L ON THE RWY; I LIKEWISE VEERED TO MY L; PREPARED TO GO INTO THE GRASS IF NECESSARY. WE BOTH CAME TO A STOP AT APPROX THE SAME TIME ABOUT 200 FT APART. THERE WERE NO INJURIES OR DAMAGE TO PROPERTY. AT NO TIME DURING THIS SEQUENCE OF EVENTS DID THE GLIDER RPT ITS POS RELATIVE TO THE ARPT OR MAKE ANY OTHER RADIO COM. A RECURRENCE OF THIS EVENT COULD BE AVOIDED IF GLIDER PLTS WERE TO CARRY RADIOS AND MAKE POS RPTS AS RECOMMENDED IN FIGURE 6.1 OF THE FAA'S PLT'S HANDBOOK OF AERO KNOWLEDGE. MOST MOTORIZED ACFT ROUTINELY DO SO AT NON-TWRED ARPTS; AND IT SEEMS EVEN MORE IMPORTANT THAT GLIDERS DO AS WELL GIVEN THEIR MORE LIMITED MANEUVERABILITY.