GA SMA GEAR UP LNDG.

Narrative

I WAS CLRED TO LAND ON RWY 4 AT MELBOURNE. AT APPROX 1/4-1/2 MI I NOTICED AN ACFT ON THE RWY; ALTHOUGH I HAD BEEN CLRED TO LAND. AT THAT INSTANT I WAS TOLD TO GO AROUND. THE ACFT ON THE RWY WAS ON THE TKOF ROLL. I INITIATED MY GO AROUND AND WAS GAINING ON THE SMA FAST. AS THE SMA STARTED TO CLB; THE TWR AGAIN CLRED ME TO LAND GIVING ME THE OPTION. AT THIS TIME I HAD ALREADY USED UP 1/3 OF THE RWY WITH THE SMA IN FRONT OF ME. I ELECTED TO LAND ON THE REMAINING RWY. I PULLED THE PWR; LOWERED THE FLAPS; KEEPING A CONSTANT VIGIL ON THE SMA AND THE END OF THE RWY COMING UP. NEEDLESS TO SAY; I DID NOT PUT MY GEAR DOWN ON THE SECOND CLRNC TO LAND. I BELIEVE THE CTLR EXERCISED EXTREMELY POOR JUDGEMENT FROM BEGINNING TO END AND LED ME DOWN THE PATH TO A TEXT BOOK SET UP FOR AN ACCIDENT. (INCIDENTALLY; THIS OCCURRENCE IS CLASSIFIED AS AN INCIDENT.) IT SEEMS TO ME THE ONLY CORRECTIVE ACTION WOULD BE BETTER CTLR TRNING AS NOT TO PUT THE PLT IN A SITUATION WHERE HIS ATTNS ARE NECESSARILY DIVERTED (TFC ON RWY; CLRED TO LAND 1/3 DOWN RWY IN THE GO AROUND MODE AND CONFIGN). THE ACTION TO INITIATE THE GO AROUND AND THE INACTION TO NOT RETURN TO THE LNDG CONFIGN COUPLED WITH POOR JUDGEMENT ON THE PART OF THE CTLR CAUSED THIS INCIDENT. IT WAS LATE IN THE DAY; BUT I WAS NOT PARTICULARLY TIRED. I HAVE BEEN FLYING FOR 26 YRS AND HAVE 13000 HRS; 9000 MEL PIC. I THINK COMPLACENCY PROBABLY WAS A FACTOR; ALTHOUGH I STILL USE A CHKLIST. UNDER THE CIRCUMSTANCES I DID NOT HAVE TIME TO RE-USE THE CHKLIST. THE CTLR WAS A DEFINITE CONTRIBUTING FACTOR.