GEAR UP LNDG IN A CESSNA 310.

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ON MAR/SUN/95; AT FLABOB ARPT; RIVERSIDE; CA (RIR); THE WX WAS HAZY WITH 3 MI VISIBILITY. NOT HAVING FLOWN THE CESSNA 310 FOR 4 MONTHS; I WAS PERFORMING THE 3 REQUIRED TOUCH-AND-GOES TO REESTABLISH MY CURRENCY. ON MY SECOND APCH TO FLABOB ARPT; AFTER RPTING 'XWIND' AND 'TURNING DOWNWIND' ON UNICOM 122.8; I HEARD 2 PLTS RPT THEIR POS AS 'DOWNWIND' RWY 25 FLABOB. FLABOB'S ACTIVE RWY AT THE TIME WAS RWY 24; CORONA ARPT'S (L66) ACTIVE RWY THAT DAY WAS RWY 25. I BELIEVED THAT THESE PLTS EITHER INCORRECTLY INDICATED ARPT OF INTENDED LNDG OR INCORRECTLY INDICATED RWY HDG. MY ATTN WAS DIVERTED AS I ATTEMPTED TO VISUALLY CONFIRM THEIR ACTUAL POS. THUS; I NEGLECTED TO PERFORM MY 'GUMPS.' ADDITIONAL VISUALLY-CONFIRMED TFC IN THE PATTERN INCLUDED A LUSCOMBE ON FINAL AND A MOONEY TURNING BASE; BOTH RPTING FLABOB RWY 24 IN SIGHT. THE LUSCOMB; AT THIS POINT; WAS MAKING A TOUCHDOWN. I DECIDED TO MAINTAIN ALT AND EXECUTE A GAR AT THE SAME TIME THAT THE MOONEY MADE THE DECISION TO GAR; BASED ON THE CONFUSION OVER WHERE; IN FACT; THESE 2 PLTS ACTUALLY WERE. I DETERMINED THAT THE PREVIOUSLY MENTIONED ACFT WERE AT CORONA; NOT A FLABOB AS THEY HAD RPTED. AS I TURNED BASE AT PATTERN ALT; I RECONSIDERED MY DECISION TO GAR; AND DECIDED TO INSTITUTE A LNDG. I ENTERED LNDG PROFILE ESTABLISHING PROPER AIRSPD AND ALT. ON SHORT FINAL; I DECREASED PWR. A HORN SOUNDED; WHICH I INCORRECTLY INTERPRETED AS BEING A STALL WARNING HORN. MY ATTN WAS DIVERTED TO ANALYZING THE REASON FOR THE HORN; I BELIEVED THAT IF IT WAS; INDEED; THE STALL HORN; IT MAY HAVE BEEN MALFUNCTIONING; GIVEN THAT MY AIRSPD WAS INDICATING WELL ABOVE STALL SPD. I HEARD THE PROP 'TING;' AND REALIZED THAT THE HORN HAD BEEN INDICATING GEAR UP; NOT STALL. I CUT THE THROTTLES; MIXTURE; AND PROP; AND CONCENTRATED ON MAINTAINING CTL DESPITE THE INEVITABLE CONSEQUENCE. 3 ISSUES NEED TO BE ADDRESSED. FIRST; DESPITE HAVING MADE OVER 600 LNDGS IN THE CESSNA C-310 AND REESTABLISHING MY CURRENCY COUNTLESS TIMES WITH NO NEGATIVE EVENTS; I NOW BELIEVE THAT I SHOULD HAVE BEEN ACCOMPANIED BY AN INSTRUCTOR. WE MUST TAKE INTO CONSIDERATION THE FACT THAT A PLT; DESPITE A PERFECT FLYING RECORD; STILL LACKS PROFICIENCY AFTER A PERIOD OF INACTIVITY AND IS VULNERABLE TO ERRORS. SECOND; TAKING INTO CONSIDERATION THE HIGH NUMBER OF UNCTLED ARPTS AND THE VOLUME OF ACFT IN SOUTHERN CALIFORNIA; THE NEED FOR MORE UNICOM FREQS IS APPARENT. THIRD; THE STALL WARNING HORN AND THE GEAR WARNING HORN IN THE EARLY C-310 HAVE SUCH GREAT SIMILARITY IN THEIR INTENSITY AND TONE WHEN HEARD THROUGH NOISE-ATTENUATING HEADSETS; THAT IS INEVITABLE A PLT COULD EASILY BECOME CONFUSED; AND MISINTERPRET ONE FOR THE OTHER. ALTHOUGH CESSNA HAD CORRECTED THAT SIT IN THEIR B-MODEL ACFT BY ADDING A FLASHER TO PULSE THE AUDIBLE TONE OF THE GEAR WARNING; FLT INSTRUCTION STILL NEEDS TO INCLUDE METHODS OF DIFFERENTIATING BTWN THE STALL INDICATION AND GEAR-UP INDICATION.