GA SMA GEAR UP LNDG AT CMH.

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FR TO PORT COLUMBUS. CONTACTED APCH 30 DME SE; 2500 MSL WITH ATIS. RADAR VECTORS FROM THAT POINT TO ARPT RIGHT BASE RWY 5. ANOTHER ACFT; SMA Y; PLT SPEAKING BROKEN ENGLISH WAS CONCERNED ABOUT RPTED WINDSHEAR AND HIS ABILITY TO LAND SHORT OF RWY INTXN FOR 050. I REQUESTED TO LAND BEHIND HIM (10R) AND IT WAS APPROVED. I MUST HAVE INTERRUPTED MY CHKLIST DURING THIS EXCHANGE BEGAN MY NEW HDG TO 10R AND THEN WAS DIRECTED SHORTLY BACK TO 050. THERE WAS A XWIND REQUIRING CRAB; THEN WING LOW AND SOME PWR TO HOLD HDG (NORMALLY I GO THROUGH MY CHKLIST AT LEAST TWICE; ON THIS OCCASION; I SEEM TO HAVE BEEN ATTENDING TO LNDG CIRCUMSTANCES; THE OTHER PLT'S CONCERNS; ETC.). I FIND THE SMA X LANDS BEST WHEN SLOWED TO STALL (HORN GOING) RIGHT AT TOUCH DOWN. ON THIS LNDG; AS I CUT THE PWR TO LAND; THE STALL AND LNDG GEAR WARNING PROBABLY SOUNDED AT THE SAME TIME. THE SINK WAS TOO FAST TO CATCH. I WAS SHOCKED AND MORTIFIED AS I SLID TO A STOP. AT THE TIME; I STILL THOUGHT THAT IT COULD BE A MECHANICAL PROB. THE ABOVE ACCOUNT--DAYS LATER--IS PROBABLY WHAT HAPPENED. RELATIVELY SPEAKING; DAMAGE WAS MINIMAL; IT WAS A 'PERFECT' WHEELS UP LNDG! NO FAR'S VIOLATED TO MY KNOWLEDGE. IT WILL BE PREVENTED BY PRESCRIBED REGIMEN BEING FOLLOWED FAITHFULLY--GUMP--AT LEAST TWICE AND AT FIXED POINTS ON APCH.