POTENTIAL CONFLICT ENSUES AFTER SMA PLT BOTCHES LNDG AND PERFORMS A GAR. MULTIPLE RWY OP INTERSECTING RWYS. ARR DEP TFC.

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CLRNC WAS GIVEN BY THE TWR TO LAND ON RWY 12L. IN RETROSPECT; MY APCH TO LAND WAS POOR RESULTING IN A POOR LNDG. AFTER BOUNCING SEVERAL TIMES; I DECIDED TO EXECUTE A GAR. I PUT THE AIRPLANE IN THE PROPER CONFIGN -- FLAPS UP; FULL PWR; BEGAN A TKOF AND INFORMED THE TWR OF MY GAR. TWR ISSUED AN IMMEDIATE L TURN; WITH WHICH I COMPLIED; BEFORE THE LNDG GEAR WAS UP. MY SITUATIONAL AWARENESS WAS THAT I COMPLETED THE TURN AND DID NOT ENCROACH ON RWY 3. AFTER EXECUTING THE TURN; I REALIZED WHAT HAD HAPPENED. THE TWR HAD CLRED A TWIN CESSNA FOR TKOF ON RWY 3. THE TWIN CESSNA SAW MY GAR AND EXECUTED A R TURN AWAY FROM MY EXTENDED TRAVEL PATH HAD I CONTINUED TO FLY STRAIGHT AHEAD. THE TWR CLRED ME FOR A SECOND L DOWNWIND FOR RWY 12L; AND ASKED IF I HAD A PROB; AND WHY I DID NOT COMMUNICATE MY GAR SOONER. I RESPONDED I HAD PLENTY TO DO TO PUT THE ACFT IN THE PROPER CONFIGN FOR GAR AND I CALLED THE TWR AS SOON AS I FELT ABLE. AFTER AN UNEVENTFUL SECOND LNDG; I WAS REQUESTED TO CONTACT THE TWR AFTER SHUTDOWN; WHICH I DID. APPARENTLY FROM THE TWR'S PERSPECTIVE; I WAS IN A STABILIZED; DECELERATING ROLLOUT CONFIGN WHEN THEY RELEASED THE TWIN CESSNA FOR TKOF. IN REALITY I WAS NOT; SO MY GAR ACTION WAS UNEXPECTED BY THE TWR; RESULTING IN THE IMMEDIATE L TURN AND SOME STRESS. THE PLT OF THE TWIN CESSNA WAS UPSET; AND EXHIBITED GOOD JUDGEMENT IN TURNING TO THE R TO AVOID MY EXTENDED PATH; HAD I KEPT FLYING RWY HDG. JUST AS IT IS ANY PLT'S CHOICE TO EXECUTE A GAR WHEN THINGS DON'T SEEM RIGHT; I EXHIBITED GOOD JUDGEMENT IN EXECUTING THIS GAR FROM A BAD LNDG. THIS IS NOT MY ACFT; AND HAD I CONTINUED WITH THE LNDG; IT COULD HAVE RESULTED IN PORPOISING; OR A PROP STRIKE. PLTS SHOULD AVIATE; NAV; THEN COMMUNICATE; WHICH I DID.