SMA PLT LANDS GEAR UP AFTER HEARING WARNING HORN.

Narrative

AT ABOUT 30 MI OUT; I WAS TURNED OVER TO TULSA APCH; WHICH ALSO WAS TULSA TWR; 121.2. I WAS VECTORED FOR THE ILS 35R APCH. AFTER RECEIVING A CHANGE OF ALT TO A LOWER HEIGHT FOR GS ALIGNMENT; I BROKE THROUGH A THIN OVCST AT ABOUT 10 MI OUT. 2.9 MI TO THE OM; OILLR. AT THE OM; I TOLD THE TWR; MARKER INBOUND. PREVIOUSLY; TO THE ANNOUNCEMENT; I HAD GONE THROUGH THE GUMPS CHK AT 9.5 MI OUT; APPROX. EVERYTHING WAS SET; AND I TOLD MYSELF; WHEN IT CAME TO THE UNDERCARRIAGE; THAT; I STILL LEFT IT UP; TILL; I HAD MADE THE OM. AS I CONTINUED IN ON THE 35R APCH; I ASKED THE TWR IF I COULD HAVE 35L; WHICH THEY APPROVED. I WAS DROPPING OFF 2 PAX WHO WERE PARKED ON THAT SIDE OF THE ARPT. HAVING ALREADY CROSSED THE OM; I IMMEDIATELY CHANGED HDG TO ALIGN WITH 35L. FLAPS WERE DEPLOYED TO 10 DEGS AT AROUND 8 MI OUT; THEN TO 20 DEGS AT ABOUT 1 1/2 MI OUT FROM 35L AS I SQUARED TO FINAL. ONCE ALIGNED WITH 35L; I ADJUSTED PWR AND TRIM TO LINE UP WITH THE VASI LIGHTS. AT THIS POINT I THEN REDUCED PWR AND WENT TO 40 DEG FLAPS. AT LESS THAN 1/4 MI I REDUCED PWR AND A HORN WENT OFF; IN WHICH I IMMEDIATELY INCREASED PWR. THE DURATION OF THE HORN WAS ABOUT 1 SECOND. AFTER THE HORN QUIT; I CHKED AIRSPD FOR STALL INDICATIONS. AT THIS POINT; STILL ON A GOOD APCH; I CROSSED THE THRESHOLD IN WHICH I RETRIMMED AND REDUCED PWR; FLARED; A HORN WENT OFF AGAIN. I INCREASED PWR SLIGHTLY WITH NO RESULTS. AT THIS TIME I WAS COMMITTED. I LANDED THE AIRPLANE BUT FELT A SLIGHT BUMP FOLLOWED BY METAL SCRAPPING NOISE AND IMMEDIATE ENG STOPPAGE IN WHICH 1 PROP BLADE STOOD STRAIGHT UP WITH THE BLADE TIP CURLED. REALIZING THAT THE AIRPLANE WAS ON ITS BELLY; I USED RUDDER AUTHORITY TO MAINTAIN DIRECTIONAL CTL ON THE RWY CENTERLINE; UNTIL THE PLANE SLOWED TO A STOP IN WHICH IT VEERED GENTLY TO THE L OF CENTERLINE ABOUT 15 FT. TO CORRECT PROBLEM; PROPER USE OF CHKLIST; AVOID DISTRS. CONTRIBUTING FACTORS: DISTR; RWY CHANGES; FATIGUE.