AN SMA TFC WATCH AIRPLANE MADE A GEAR UP LNDG AFTER A PATROL THAT WAS ABORTED DUE TO WX.

Narrative

I WAS FLYING TFC PATROL OVER KNOXVILLE; TN. THE WX WAS VFR BUT NOT AT 3000 FT MSL; MY NORMAL OPERATING ALT. I STARTED OUT AT 2000 FT BUT WAS ADVISED THAT ANOTHER TFC PLANE WAS AT THAT ALT. I CLBED TO 2500 FT. SHORTLY AFTER THAT; A SECOND TFC PLANE LEVELED AT 2500 FT FOR TFC WATCH. THIS PUT 3 OF US IN THE AIR; 2 AT THE SAME ALT. LET ME POINT OUT THAT UNDER NORMAL CIRCUMSTANCES PLANE #1 IS AT 2000; PLANE #2 IS AT 2500 AND I OPERATE AT 3000 FT MSL. EVEN THOUGH WE ARE COMPETITORS; IT IS AN EXTREMELY SAFE AND CORDIAL AVIATION RELATIONSHIP AS TYS WOULD CONFIRM. ALTHOUGH PLANE #1 AND #2 WERE ABLE TO OPERATE VFR; I WOULD NOT BE ABLE TO MAINTAIN VFR AT 3000 FT MSL THAT DAY. I INFORMED KNOXVILLE TYS THAT I WOULD BE CLRING THE AREA AND RETURN TO DKX RATHER THAN CROWD THE OTHER 2 ACFT. FROM THAT POINT ON; AN UNUSUAL NUMBER OF DISTRS LED TO A GEAR-UP LNDG. 1) A NON-RADIO ACFT WAS WORKING THE AREA. 2) WX HAD DETERIORATED AT THE E END OF DKX. 3) GEESE HAD LANDED NEAR THE E (APCH) END OF THE RWY AND HAD NOT SETTLED DOWN; OFTEN A PROBLEM AT DKX. 4) GEAR DOWN LIGHT AND GEAR WARNING HORN HAD ACTED UP EARLIER THAT DAY AND WAS ON MY MIND. IN SUMMARY; THE LAST THING I NORMALLY DO BEFORE TOUCHDOWN IS VISUALLY CHK THE LNDG GEAR. WITH MY ATTN DRAWN TO THE GEESE ON SHORT FINAL; (GEESE STILL HAD NOT SETTLED) AND THE POSSIBILITY OF GAR IN THE BACK OF MY MIND; I FAILED TO MAKE THE VISUAL LNDG GEAR CHK THAT I'VE MADE HUNDREDS OF TIMES IN THE LAST 3500 HRS. ASIDE FROM THE PROP; THE DAMAGE WAS SURPRISINGLY LIGHT.