AN SMA PLT HAD A RWY EXCURSION AND ENDED UP IN A CANAL.

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I PICKED UP SMA AT FBO AFTER ITS ANNUAL. WHILE AT FBO; I DISCUSSED WITH THE MECH PRIOR FLAP PROBLEM; THE NEW #5 CYLINDER; AND THE OIL PRESSURE. I WAS TOLD TO RUN ACFT HARD FOR ABOUT 30 MINS TO WORK IN THE CYLINDER AND TO MONITOR THE OIL PRESSURE. THE OIL PRESSURE GAUGE WAS TO BE ADJUSTED AFTER THE FLT. USING THE CHKLIST I DID A PREFLT CHK AND TAXIED OVER TO TERMINAL 1 TO PICK UP MY PAX. AFTER CHKING ATIS; WITH GND PERMISSION; TAXIED TO RWY 9L. DID A RUNUP CHK USING CHKLIST AND NOTICED THAT OIL PRESSURE READ HIGH. PREVIOUSLY; TOLD TO EXPECT THIS. ON TKOF NOTICED THAT ACFT CREAKED A FEW TIMES OR BUMPED A FEW TIMES AS IF L SHOCK WAS SOFTER THAN R OR AS IF L WHEEL HIT A FEW RWY BUMPS. OTHERWISE TKOF WAS UNEVENTFUL. WITH PERMISSION OF MIAMI APCH AND AT AN ASSIGNED ALT OF 2000 FT; DID STRAIGHT W TO E THEN BACK E TO W A FEW TIMES AT ABOUT 75% PWR. NOTED THAT #5 CYLINDER ON EGT HAD COOLED DOWN TO RANGE OF OTHER CYLINDERS AND THAT OIL PRESSURE STILL READ HIGH. ASKED MIAMI APCH TO ALLOW FREQ CHANGE TO OPA LOCK TWR. AFTER BEING ASKED TO HEAD BRIEFLY TO NW; MIAMI TURNED US S AND GAVE PERMISSION FOR FREQ CHANGE. TUNED IN OPA LOCKA'S LOC ON #1 VOR AND CONTACTED TWR FOR 9L FULL STOP LNDG. RECEIVED WINDS AND DIRECTION. WINDS WERE FROM SE QUARTERING THE ACFT. BEGAN GUMP CHK. SLOWED ACFT TO ABOUT 130 MPH AND LOWERED GEAR. DUE TO R XWIND; LOWERED R WING AND APPLIED L RUDDER. AT THIS POINT; NOTED THAT PLANE DID NOT WANT TO LINE UP WITH RWY. THERE WAS LITTLE EFFECT WITH THE L RUDDER. IT TOOK A GREAT DEAL OF L RUDDER TO GET ACFT TO LINE UP WITH RWY. AT THIS TIME; WE WERE STILL QUITE A WAY OUT; PROBABLY 4-5 MI. AS THE PLANE GOT CLOSER TO RWY; LOWER AND SLOWER -- IT DID LINE UP WITH THE RWY. AT ABOUT 100 MPH; I LOWERED ABOUT 1/4 FLAPS. ALSO; DID THE SECOND GUMP CHK; BEING CERTAIN THAT FUEL PUMP WAS ON; MIXTURE AND PROPS WERE BOTH FULL FORWARD. CROSSED NUMBERS A LITTLE OVER THE GS BASED ON VASI LIGHTS AND GSI AS I WANTED TO DO. IT APPEARED THAT IT WAS GOING TO BE A PERFECT LNDG. THE RWY WAS WET AND A SMALL R XWIND. MAIN WHEELS TOUCHED DOWN R IN THE CTR OF RWY. I PULLED PWR TO OFF. AIRPLANE DID NOT WANT TO GO STRAIGHT. THE CTLS WOULD NOT GO NEUTRAL. IT PULLED HARD TO THE L. I QUICKLY APPLIED R RUDDER TO COMPENSATE. NO RESULT. THEN APPLIED BRAKES. PLANE STILL ATTEMPTED TO GO L. MANAGED TO HOLD THE PLANE STRAIGHT VERY BRIEFLY; THEN I FELT PLANE PULL L. I BELIEVE I GOT THE PLANE STRAIGHT 1 MORE TIME. TO PREVENT PLANE FROM SPINNING/TURNING TO R (WHICH IT FELT LIKE IT WAS NOW GOING TO DO); I LET UP ON BRAKES. AT THIS POINT; PLANE TURNED SHARPLY TO L AND LEFT THE RWY. AS MY PAX AND I SAW THE PLANE HDG TOWARD WATER; WE REACTED AS WE HAD DISCUSSED AND WERE TOLD TO IN FAA SAFETY SEMINARS. SHE UNLATCHED DOOR AND PROPPED IT OPEN. I PULLED THE WHEEL BACK AS HARD AS I COULD TO PREVENT THE PLANE FROM HITTING WATER NOSE-FIRST AND FLIPPING OVER. THE PLANE SKIDDED ON THE WET GRASS AND STRUCK SOMETHING. IT MAY HAVE BEEN A ROCK OR THE EMBANKMENT. IT THEN BOUNCED UP AND LANDED IN THE WATER ON ITS BELLY. I HIT THE TALK BUTTON TO TELL TWR WERE IN THE WATER. THEY WERE ALREADY AWARE. PAX AND I THEN LEFT THE PLANE. I WENT BACK INTO THE PLANE TO GET MY BRIEFCASE WHICH HAD MY PLT'S LOG AND TO GET MY KEYS AND TURN OFF SWITCHES. AS I ENTERED PLANE; IT LURCHED FORWARD AND STARTED GOING UNDER WATER NOSE FIRST. I WAS THROWN AGAINST THE INST PANEL WITH MY BRIEFCASE IN ONE HAND. FOR A FEW SECONDS; I WAS PRESSED AGAINST THE INSTS. THEN PAX HELPED PULL ME OUT OF THE PLANE. WE SWAM TO S BANK OF THE WATER. BOTH OF US WERE TAKEN TO THE HOSPITAL. I HAD 5 STITCHES PLACED IN MY CHIN. PAX HAD A LACERATION AND BUMP ON HER FOREHEAD. THEY TOOK X-RAYS OF PAX. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR SAID THAT HIS INSURANCE COMPANY WROTE THE ACFT OFF AS THE L MAIN GEAR AND THE NOSE GEAR BOTH WERE DAMAGED; AND THERE WAS WATER DAMAGE. THE FAA AND POSSIBLY THE NTSB INVESTIGATED THE OCCURRENCE. HE DID NOT SAY THAT THE FAA CALLED IT AN ACCIDENT. THERE HAS BEEN NO DECISION ASTO WHAT CAUSED THE INCIDENT. THE NOSE GEAR MAY HAVE BEEN COCKED; THE L BRAKE MAY HAVE BEEN LOCKED; THE LNDG GEAR MAY HAVE BEEN POINTING TO THE L; ETC. THERE WAS LITTLE XWIND AND THE RWY WAS WET BUT NOT VERY WET. HYDROPLANING AND THE XWIND MAY HAVE BEEN THE ANSWER. THE ACFT IS OWNED BY A FLYING CLUB. HIS PAX IS A COMMERCIAL PLT. NEITHER WERE SERIOUSLY INJURED. THE LCL FAA HAS REQUIRED THE PLT TO BE RETRAINED.