A TBM700 INCURRED DAMAGE WHEN LANDED WITH THE LNDG GEAR RETRACTED. PLT FAILED TO EXTEND THE LNDG GEAR.

Narrative

WHEN I ARRIVED IN THE ARPT VICINITY; WX WAS RPTED TO BE BROKEN 4000 FT WITH WINDS FROM 210 DEGS WITH WINDS AT 20 KTS GUSTING TO 27 KTS WITH A WINDSHEAR ADVISORY. I WAS CLRED BY APCH TO ZZZ FIX; GIVEN AN INITIAL DSCNT TO 4000 FT AND TOLD TO EXPECT A VISUAL APCH TO LAND ON RWY 15. AFTER A FURTHER DSCNT CLRNC TO 3000 FT; I CLRED THE BASE OF THE CLOUDS AND RPTED ARPT IN SIGHT. OUTSIDE ZZZ FIX; I DEPLOYED THE INERTIAL SEPARATOR; 10 DEGS OF FLAPS AND DISENGAGED THE YAW DAMPER. FOR REASONS I CANNOT EXPLAIN; I FAILED TO LOWER THE LNDG GEAR. I HAD MADE THE DECISION BASED ON THE ATIS OF WINDSHEAR ADVISORIES AND THE FACT THAT OTHER ACFT WERE RPTING +10/-10 KT SPD CHANGES ON FINAL TO LAND UTILIZING 10 DEGS OF FLAPS. HAD I DEPLOYED FULL FLAPS; I WOULD HAVE RECEIVED AN AUDIBLE ALARM HORN INDICATING THAT THE GEAR HAD NOT BEEN LOWERED. ON FINAL; I WAS HOLDING R AILERON AND L RUDDER TO COUNTERACT THE EFFECTS OF THE XWIND. AS I TRIMMED AND SLOWED THE PLANE FOR LNDG; I WAS TOTALLY FOCUSED ON THE XWIND AND DID NOT XCHK THE LNDG GEAR. I FLARED THE AIRPLANE BLEEDING OFF THE REMAINING AIRSPD WHEN THE PLANE SETTLED SOFTLY ON THE CTRLINE OF THE RWY. UPON REALIZING WHAT I HAD DONE; AS THE PLANE WAS SKIDDING; I SHUT DOWN THE ENG AND SECURED THE AIRPLANE. THERE WERE NO INJURIES TO ME OR ANY OF THE PAX. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THIS AIRPLANE IS NOT CONFIGURED LIKE OTHER AIRPLANES WHERE WITH THE THRUST LEVER BACK AND FLAPS NOT UP THE LNDG GEAR WARNING HORN WILL SOUND. THIS AIRPLANE WILL NOT SOUND THE LNDG GEAR HORN UNTIL THE FLAPS ARE FULLY EXTENDED. THE AIRPLANE INCURRED PROP AND SOME SKIN DAMAGE.