PVT PLT OF A CESSNA 210 FORGOT TO LOWER THE LDNG GEAR AND LANDED GEAR UP. THERE WAS DAMAGE TO THE PROP AND FUSELAGE SKIN. THE RPTR DID NOT HEAR A WARNING SOUND FROM THE GEAR HORN WHEN RETARDING THE THROTTLE!

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GEAR UP LNDG OF A CESSNA 210; ON THE RWY AT CRQ. AFTER I HAD PERFORMED A FULL STOP LNDG FOLLOWED BY A TKOF AND A TOUCH-AND-GO LNDG; THE CTL TWR CLRED ME TO LAND JUST AS I WAS ENTERING THE DOWNWIND LEG FROM THE XWIND LEG OF THE PATTERN. OTHER TFC WAS CLOSE ON THE APCH TO RWY 24 AND THE CLRNC WAS ALMOST IMMEDIATELY AMENDED TO EXTEND DOWNWIND FOR 2 OTHER ACFT; A SINGLE AND A TWIN; THAT WERE NOT YET VISIBLE TO ME. BY THE TIME I REACHED A POINT ON DOWNWIND PARALLEL TO THE APCH END OF THE RWY; THE SINGLE HAD LANDED AND THE TWIN WAS ON SHORT FINAL. THE TWR CALLED MY BASE CLOSER TO THE END OF THE RWY THAN I WAS EXPECTING. I WAS STILL AT PATTERN ALT. I LOWERED THE FLAPS WHILE MAKING THE TURN TO BASE AND WAS STILL HIGH WHEN I TURNED TO FINAL. I CONCENTRATED ON GETTING THE AIRPLANE SLOWED DOWN AND ON THE DSCNT TO THE RWY. I FAILED TO PUT THE LNDG GEAR DOWN. THIS AIRPLANE DOES NOT HAVE A LOT OF DRAG AT PATTERN SPDS WITH THE GEAR DOWN SINCE THE GEAR DOORS ARE CLOSED. I DID NOT NOTICE ANY ABNORMAL DIFFICULTY IN SLOWING THE AIRPLANE TO LNDG SPD. I FAILED TO LOOK AT THE GEAR OR THE GEAR DOWN LIGHTS AND BY THE TIME THE PROP HIT THE RWY AND I RECOGNIZED WHAT HAD HAPPENED; IT WAS TOO LATE TO AVOID THE GEAR UP LNDG. THE GEAR WARNING HORN HAD BEEN TESTED AT A RECENT ANNUAL INSPECTION AS WELL AS ON MY PREFLT TEST PRECEDING THE FIRST TKOF FOR THIS FLT. IT DID NOT SOUND WHEN I CUT THE THROTTLE ON FINAL WHILE STILL HIGH ENOUGH TO RESPOND; OR; IF I DID; I DID NOT HEAR IT THROUGH MY HEADSET. IT IS LOUD ENOUGH THAT I NORMALLY HEAR IT WITH THE HEADSET ON WHEN I PUSH THE TEST SWITCH BUT THE ENG IS NOT NORMALLY RUNNING WHEN THIS PREFLT TEST IS PERFORMED. AFTER REMOVING THE AIRPLANE FROM THE RWY; THE MECH ASKED ME WHY I HADN'T LOWERED THE GEAR WHEN THE HORN SOUNDED. I SAID THE HORN DID NOT SOUND FOR EITHER THE GEAR OR THE STALL. HE CHKED IT AND FOUND THAT GEAR WARNING WORKED NORMALLY FROM THE TEST SWITCH BUT WOULD GIVE ONLY A SINGLE; SHORT; LOW VOLUME BEEP WHEN THE THROTTLE SWITCH CLOSED AND WOULD NOT SOUND CONTINUOUSLY WHEN ACTUATED BY THE THROTTLE SWITCH. THE RESULT WAS A GEAR UP LNDG THAT CLOSED THE ARPT FOR ABOUT 40 MINS; CAUSED EXPENSIVE DAMAGE TO MY AIRPLANE; TOOK IT OTS AT A TIME WHEN I NEEDED IT; AND COULD HAVE HAD MORE SEVERE EFFECTS. ALTHOUGH THE BASIC CAUSE WAS MY FAILURE TO LOWER THE GEAR; THE PROB COULD HAVE BEEN PREVENTED IF ONE OR BOTH OF 2 THINGS HAPPENED. IF THE GEAR HORN WORKED; IF IT HAD SOUNDED THROUGH THE HEADSET; I WOULD NOT HAVE MISSED IT. IF THE TWR HAD OBSERVED THE FINAL APCH AND INDICATED THE GEAR PROB; I WOULD NOT HAVE LANDED WITH THE GEAR UP. I BELIEVE THAT IT SHOULD BE EMPHASIZED TO PLTS OF RETRACTABLE GEAR ACFT THAT IT IS NOT NECESSARY AND PROBABLY NOT DESIRABLE TO RETRACT THE GEAR WHILE DOING CLOSED PATTERN WORK. ALSO; LAST MIN CHANGES IN INSTRUCTIONS WHEN IN THE PATTERN AND TFC THAT IS CLOSELY SPACED CAN CAUSE ATTN TO BE DIVERTED DURING CRITICAL PHASES OF FLT AND CONTRIBUTE TO THIS TYPE OF PROB.