UNCONTROLLED ARPT ACFT ON FINAL DID NOT REPORT POSITION. FORCED TO GAR AS ACFT TAKING OFF.

Narrative

I STARTED THE ENGINES OF MY SMT. ON TAXI OUT I RADIOED MY INTENTIONS TO TAXI TO AND DEPART RWY 17 AT TRM. THE THERMAL FLIGHT SERVICE STATION CALLED BACK SAYING RWY IN USE WAS 12. I THEN PROCEEDED TO RWY 12. DURING THE TAXI THE FSS STATION ADVISED THAT THERE WAS TFC IN THE PATTERN. ALL THIS TIME I WAS LISTENING TO WHERE ALL THE TFC WAS IN REFERENCE TO TRM AIRPORT. DUE TO THE AREA OF TAXIWAYS IT IS POSSIBLE TO SEE THE ENTIRE PATTERN OF 12 WHILE TAXIING OUT. I CHECKED FINAL:SAW NO ACFT. I CALLED PRIOR TO THE HOLDING LINE THAT I WAS TAKING THE ACTIVE 12 FOR A RIGHT TURN OUT. HALFWAY DOWN THE RWY A CENTERLINE THRUST TWIN ENGINE SMA OVER TAKES ME DIRECTLY OVERHEAD. I LIFTED OFF AND KEPT LOW NOT KNOWING WHERE THE SMA WENT. IT IS MY OPINION THAT THE SMA DID NOT CALL TURNING FINAL AND MADE A SHORT APCH. IN NO WAY DID HE TRY TO REMEDY THE SITUATION BUT INSTEAD COMPLICATED IT BY THE NEAR PASS. WHILE FLYING IN UNCONTROLLED AIRPORTS I FEEL THAT THERE SHOULD BE MORE DILIGENCE IN THE LOCATION OF OTHER ACFT NOT ONLY VISUALLY BUT ALSO ON THE RADIO AND SHOULD A CONFLICT OCCUR THEN EACH PILOT SHOULD TAKE THE NECESSARY ACTION WHERE THE LEAST RISK OF AN ACCIDENT WOULD OCCUR. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING: SMA ACFT WAS A TRAINING FLIGHT AND THE REPORTER FEELS HE WAS NOT USING PROPER RADIO PROC. HE HAD CONTACTED THE ACFT AND ADVISED THEM TO CALL ON AN 800 NUMBER TO DISCUSS THE INCIDENT NEVER CALLED. HE NOTED AFTER THE CONVERSATION THE SMA DID NOT ADVISE HE WAS REMAINING IN THE PATTERN AND NEVER ANNOUNCED HIS POSITION. WHEN HE TURNED FINAL HE ADVISED BUT DID NOT GIVE THE ARPT OR RWY. UNDER THE CONDITIONS HE ADMITTED HE COULD HAVE BEEN MORE VIGILANT AND LOOKED A LITTLE MORE CAREFULLY FOR TFC.