ACFT EQUIP PROB CREATES PLT DISTR TASK AND ALLOWS FOR AN ALTDEV ALT OVERSHOT DURING IAP LOC APCH. OFF RWY LNDG PERFORMED WHEN UNABLE TO EXTEND GEAR.

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INCIDENT OCCURRED ON APCH TO OWD; AFTER DIVERTING BACK FROM THE SECOND ATTEMPT TO GET INTO 3B2. AT THIS TIME; OWD WAS 900 BROKEN (ABOUT 950 FT MSL). I WAS VECTORED TO THE LOC-35 APCH AT 2000 FT AND; WHEN ESTABLISHED; STARTED DSCNT TO THE 1400 FT MSL MDA FOR THE INTERMEDIATE SEGMENT. AFTER REDUCING PWR AND CHKING AIRSPD; I SELECTED LNDG GEAR DOWN. AFTER THE USUAL RUMBLING AND THUMPING CEASED; I GLANCED OUT THE SIDE WINDOW; AS IS MY HABIT; TO SEE THE L MAIN WHEEL WHEN (SURPRISE!) IT WAS NOT THERE. I WENT THROUGH THE OTHER OBVIOUS STEPS: 1) ASK R SEAT OCCUPANT IF HE SAW HIS WHEEL (YES); 2) CHK FOR GREEN LIGHT (OFF); 3) PUSH TO TEST LIGHT BULB (ON). SOME OF THIS WAS ALSO OCCURRING IN THE MIDST OF HDOF FROM BOS APCH TO OWD TWR. DUE TO WORKLOAD AND DISTR; I FAILED TO SCAN PROPERLY FOR A SHORT TIME. ON MY NEXT GOOD SCAN; I SAW I WAS AT 1200 FT MSL; 200 FT BELOW THE MDA; AND STARTED CORRECTING. WHILE CORRECTING; TWR PASSED ON TO ME A LOW ALT ALERT FROM BOS APCH. (I NEVER WAS ABLE TO GET THE L MAIN DOWN AND FINALLY MADE A BELLY LNDG ON THE GRASS PARALLEL TO OWD RWY 10.) CONTRIBUTING FACTORS: 1) DENIAL ('THIS CAN'T BE HAPPENING TO ME'). 2) LOW TIME IN TYPE (THE 24.3 HRS ARE ALL I HAVE IN COMPLEX SINGLES). 3) FATIGUE (12 HRS 'ON DUTY' INCLUDING 3 HRS FLYING UP TO TIME OF THIS INCIDENT). ANALYSIS: COMBINATION OF FACTORS 1-3 MADE ME VULNERABLE TO FIXATION (TRYING TO MAKE THE GEAR PROB GO AWAY); THUS PAVING THE WAY FOR DISTR FROM INST SCAN. LESSON LEARNED: KEEP PRIORITIES STRAIGHT. FLY FIRST; WORK ON PROB AS TIME PERMITS WHEN THERE IS NO IMMEDIATE DANGER.