PLT OF AN SMA SINGLE ENG LAND ACFT INADVERTENTLY FORGOT TO LOWER THE LNDG GEAR AND LANDED GEAR-UP.

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MY ATTN WAS DISTRACTED BY THE PRECEDING ACFT; AN SMA; RPTING; 'DOWNWIND; STOP AND GO.' I ENTERED THE TFC BEHIND HIM; AND REQUESTED IF HE WAS GOING TO MAKE A 'TOUCH AND GO.' HIS REPLY WAS 'NO; I AM GOING TO MAKE A 'STOP AND GO.' WE DISCUSSED WHAT A STOP AND GO MIGHT BE AND; AS WE ENTERED THE PATTERN; I APPLIED 'TKOF' FLAPS. MY PLANE BEING FASTER; I SLOWED TO FINAL APCH SPD; AND WIDENED OUT THE BASE LEG TO PROVIDE MORE SPACING. THIS REQUIRED MORE PWR THAN USUAL TO FLY THE PATTERN; AND MY ATTN WAS FOCUSED ON THE SMA TO SEE IF HE WOULD BE CLR OF THE RWY FOR MY LNDG. I WAS IN THE SLOT; CARRYING MORE PWR THAN USUAL BECAUSE OF THE UNUSUALLY LARGE PATTERN. THERE WAS NO GEAR WARNING; AS I CARRIED PWR TO TOUCHDOWN; AS IS COMMON IN THIS ACFT. I LANDED GEAR UP ON THE RWY. DAMAGE TO THE PLANE WAS MINIMAL FOR A GEAR UP LNDG. THE PROP WAS DAMAGED; THE ENG SUFFERED SUDDEN STOPPAGE; 3 ANTENNAS ON THE BELLY WERE DESTROYED; AND ABOUT 3 FT OF BELLY SKIN WAS SCRAPED OFF FROM FORWARD TO AFT. THE BEST OF MY KNOWLEDGE; THAT IS THE EXTENT OF THE DAMAGE. I ALLOWED MY ATTN TO THE INSIDE OF THE COCKPIT TO BE DISTRACTED BY THE UNUSUAL SIT; AND THE UNCLR INTENTIONS FO THE PRECEDING ACFT. IT IS VERY POSSIBLE THAT COMPLACENCY; AS WELL AS FAMILIARITY ADDED A PART TO THIS OCCURRENCE. THE FAA INVESTIGATOR ON THE SCENE SAID THIS WILL BE CLASSIFIED AS AN 'INCIDENT.' THE 3 PAX WERE ALL LICENSED PLTS; AND NO ONE REALIZED THAT THE GEAR WAS NOT DOWN. IN FACT; MY FIRST REACTION TO THE SIT WAS THAT; FOR SOME REASON; THE NOSE GEAR HAD COLLAPSED.