GEAR UP LNDG AT PHL AFTER A RWY CHANGE AND MANEUVERING TO AVOID WAKE TURB AND TFC CONFLICT.

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I WAS CLRED FOR THE APCH FOR RWY 35 AT PHL. WHEN I WAS APPROX ON A 2 MI FINAL WITH FULL FLAPS AND LNDG GEAR EXTENDED; THERE WAS A COMMERCIAL JET APCHING FROM THE E ON A FINAL FOR RWY 27. THESE 2 RWYS ARE PERPENDICULAR TO EACH OTHER AND INTERSECT AT THE APCH ENDS OF BOTH RWYS. SINCE THE OTHER ACFT APPEARED TO BE LNDG CLOSE TO ME; I ASKED THE TWR IF I COULD EXECUTE A 360 DEG TURN TO AVOID THE ANTICIPATED WAKE TURB. THE CTLR INSTRUCTED ME TO LAND ON RWY 26 INSTEAD. I WAS TOLD TO HEAD FOR A R DOWNWIND FOR RWY 26. AS I WAS TURING TO THE BASE LEG FOR RWY 26; THERE WAS ANOTHER COMMERCIAL JET ON FINAL FOR RWY 27. I HEARD THE PLT OF THE COMMERCIAL JET COMMUNICATING WITH THE TWR THAT HE COULD NOT SEE ME. AS I TURNED TO FINAL ON RWY 26; MY VIEW WAS BLOCKED TO THE ONCOMING TFC FROM THE E. IN VIEW OF THE MIDAIR COLLISION BTWN A NAVAJO AND A SEMINOLE THAT OCCURRED OVER NEW JERSEY JUST A FEW WKS AGO; I WAS EXTREMELY CONCERNED THAT THE PLT APCHING RWY 27 AND I HAD NO VISUAL CONTACT. THE PREOCCUPATION OF AVOIDING A POSSIBLE COLLISION OF OUR AIRPLANES CONVERGING ON 2 RWYS ONLY A FEW THOUSAND FT APART -- WITH NO VISUAL CONTACT -- WAS FOREMOST ON MY MIND. I DON'T RECALL EVER RETRACTING MY GEAR DURING MY APCH TO RWY 26; BUT MY PROPS STRUCK THE RWY ON LNDG. SMOKE STARTED BILLOWING FROM MY L ENG. I SHUT OFF THE FUEL VALVES AND ESCAPED FROM THE PLANE. IN THE FUTURE; IT WILL BE MY MISSION TO THOROUGHLY REVIEW MY LNDG CHKLIST REGARDLESS OF CIRCUMSTANCES.