SMA ON LNDG SEES OPPOSITE DIRECTION TFC LNDG. EXITS RWY ASAP.

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I WAS PRACTICING UTILITY (SHORT; SOFT; ETC) TKOFS AND LNDGS WITH A STUDENT. WIND AS RPTED BY KENOSHA UNICOM WAS 240 AT 13 KTS. THE ACTIVE RWY WAS 24R; 24L BEING CLOSED. WHILE ON DOWNWIND; WE HEARD AN ANNOUNCEMENT THAT 'SMA Y IS INBOUND ON THE ILS 6L; KENOSHA.' WE CONTINUED ON IN THE PATTERN; MAKING ALL CALLS AS APPROPRIATE. AT NO TIME DID THE SMA Y ASK FOR WINDS; ACTIVE; OR ALTIMETER SETTING. AS WE TOUCHED DOWN ON A SHORT FIELD LNDG; WE LOOKED UP TO SEE THE SMA Y LNDG LIGHT ON TOUCHDOWN AT THE OTHER END OF THE RWY. WE USED HVY BRAKING AND MADE THE FIRST AVAILABLE TURN OFF (A CROSS RWY) SHORTLY BEFORE THE SMA Y WENT BY US ON THE RWY WE HAD JUST LEFT. MILWAUKEE'S PROCS ON IFR APCHS INTO ENW INCLUDE A TURN OVER TO UNICOM FREQ AT THE FAF. ONE REASON IS OBVIOUS -- TO PREVENT THE ABOVE TYPE OF INCIDENT. THE OTHER IS PROCEDURAL. YOU CAN GO 80 FT LOWER ON ALL ENW APCHS WITH THE ENW ALTIMETER SETTING. WHEN WE CHKED WITH THE SMA Y FOR ACFT NUMBER; HE STATED THAT 'NOBODY TOLD ME TO USE THE CIRCLING PROC.' HE; AS I STATED BEFORE; NEVER ASKED FOR WINDS; ACTIVE; OR THE ALTIMETER SETTING; HAD CEILINGS BEEN LOW ENOUGH TO MAKE AN IFR APCH TO MINS NECESSARY. AS IT WAS; THE WX AS STATED BEFORE WAS BEAUTIFUL VFR BELOW AN OVCST AT 1500- 2000 FT AGL; AND SEVERAL ACFT WERE IN THE PATTERN TO 24R. ONCE AGAIN; ONE SHOULD NEVER ASSUME ANYTHING. I DID HEAR SMA Y'S ONLY CALL; BUT DID NOT EVEN START TO SUSPECT THAT HE WOULD LAND WITH A 13 KT DIRECT TAILWIND INTO EXISTING TFC; CALLING POS; AND LNDG OPPOSITE DIRECTION.