L ENG FAILED UPON REACHING CRUISE ALT. FLT WAS CONTINUED TO DISTANT DEST AND UNABLE TO EXTEND GEAR. LANDED ONE HALF MI SHORT OF RWY.

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DEPARTED S LAKE TAHOE AT APPROX XA30 ON AN IFR FLT PLAN TO SMX. FLT PLAN RTE: .LIN.V113 MQO. SMX ALT 170. LEVELING AT ASSIGNED CRUISE ALT AT APPROX XB15 PST THE L ENG DEVELOPED A NOTICEABLE VIBRATION; RPM DROPPED TO APPROX 1200 RPM AND MP DROPPED TO APPROX 22 HG. RESPONSE TO THIS SITUATION WAS THE FOLLOWING: I RICHENED L ENG MIXTURE; POSITIONED L AUX FUEL PUMP TO HIGH POS; ISOLATED L ENG MAGNETOS; AND ENGAGED FUEL XFEED. NONE OF THE ABOVE ACTIONS ELIMINATED OR REDUCED THE ABOVE DESCRIBED SITUATION. AT THIS TIME THE L ENG WAS SECURED AS PER THE APPROPRIATE CHKLIST. ADVISED OAK CTR OF THE SITUATION AND STATED MY INTENTIONS TO CONTINUE TO MY DEST TO SMX. SUBSEQUENTLY I RECEIVED CLRNC TO DSND TO A LOWER ALT. FINAL LEVEL OFF WAS ACCOMPLISHED AT 8000 FT MSL. APCHING DEST ARPT AND IN CONTACT WITH VANDENBURG APCH CTL I WAS VECTORED FOR THE VOR RWY 12 APCH. THE APCH WAS EXECUTED IN A CLEAN CONFIGN AS DICTATED BY PERFORMANCE CONSTRAINTS. ON FINAL APCH AT APPROX 800 AGL; LNDG GEAR WAS SELECTED TO THE DOWN POS. NO DOWN AND LOCKED LNDG GEAR INDICATIONS WERE OBSERVED. DUE TO EXISTING ATMOSPHERIC TURB THE GEAR WAS NOT FELT TO EXTEND. AT THIS TIME; EMER LNDG GEAR EXTENSION PROCS WERE INITIATED. AGAIN; NO DOWN AND LOCKED INDICATIONS VISIBLE. AIRSPD WAS APPROX 120 KTS AT THIS POINT. PWR WAS APPLIED TO THE R ENG AND A ROTATION TO THE BEST SINGLE ENG. RATE OF CLB SPD (111 KTS) WAS INITIATED. RESULTANT RATE OF CLB WAS APPROX 100 FPM. RECOGNIZING THAT PERFORMANCE WAS INADEQUATE TO CONTINUE A GAR; THE DECISION WAS MADE TO LAND THE ACFT ON THE ARPT PERIMETER.