NMAC. IN LNDG PATTERN; LOW TIME; INEXPERIENCED PLT LOST SITUATIONAL AWARENESS; LINED UP ON WRONG RWY AND CAUSED ANOTHER ACFT; WHICH WAS CLRED TO LAND ON THAT RWY; TO DO A GAR.

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I WAS INBOUND FROM THE SE FOR A FULL STOP LNDG AT IWA. I CALLED TWR AND THEY CLRED ME TO LAND ON RWY 30L AND RPTED POSSIBLE WINDSHEAR CONDITIONS. UPON LNDG; MY ACFT WAS BEING TOSSED AROUND VERY VIOLENTLY. I EXECUTED A GAR PROC. I CONTACTED THE TWR THAT I WOULD BE MAKING A GAR. I RPTED ABEAM THE TWR ONCE AGAIN I WAS CLRED FOR RWY 30L. AS I TURNED THE BASE LEG FOR RWY 30L MY SCAN OF THE ACFT INSTS WAS LONGER THAN NORMAL. I WANTED TO MAINTAIN A HIGHER AIRSPD ON FINAL APCH BECAUSE OF THE WINDSHEAR CONDITIONS. AT THIS TIME I DID NOT REALIZE HOW STRONG THE WINDS WERE FROM THE W. THE ACFT WAS BEING PUSHED PAST MY RWY OF INTENDED USE. I LOOKED TO MY R AND SAW NO OTHER TFC; THEN I TURNED FINAL. I DID NOT REALIZE I WAS NOW ON RWY 30C. JUST BEFORE TOUCHDOWN I NOTICED ANOTHER ACFT FWD AND TO MY R WHO APPEARED TO BE LNDG ON RWY 30R BUT THIS IS WHERE THE CONFLICT STARTED. THE OTHER ACFT WAS CLRED FOR RWY 30C. THE OTHER ACFT CONTACTED TWR AND SAID HE SHOULD FILE A RPT (POSSIBLE MIDAIR). AT NO TIME THAT I OBSERVED WAS EITHER ACFT IN ANY DANGER OF A COLLISION COURSE. I EXECUTED A FULL STOP LNDG AND THE OTHER ACFT EXECUTED A GAR PROC. THE TWR WAS CONTACTED THE NEXT DAY. THERE WAS NO RPT FILED AT THAT TIME BY THE OTHER ACFT. IF THE SAME PROB WERE TO HAPPEN AGAIN; I WOULD NOT PUT AS MUCH CONCERN ON THE WINDSHEAR; BUT EQUALLY DIVIDE MY ATTN SCAN.