EMER FORCED LNDG AT PVT STRIP MANDATED BY ACFT EQUIP PROB MALFUNCTION. LNDG OVERSHOT.

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WHILE ON A XCOUNTRY FLT; I HAD LEVELED AT 17000 FT MSL. APPROX 40 MINS AFTER DEP FROM ABQ; I EXPERIENCED LOSS OF VACUUM. SHORTLY (WITHIN 2 MINS) I HAD A LOSS OF MANIFOLD PRESSURE 26.5 INCHES DOWN TO 20 INCHES FOLLOWED IMMEDIATELY BY A DECLINE IN ENG OIL PRESSURE; FUEL FLOW AND TURBINE INLET TEMP READINGS. I CALLED ZAB AND ASKED FOR THE NEAREST ARPT AND IMMEDIATELY WENT THROUGH THE CHKLIST FOR THIS SEQUENCE OF EVENTS. I WAS DIRECTED TO A PVT AIRSTRIP AND GIVEN THE NEAREST ARPT WIND AND UNDERSTOOD IT TO BE LIGHT OUT OF THE E. I EXPERIENCED TOTAL LOSS OF OIL PRESSURE AND TOTAL LOSS OF PWR WITHIN A FEW MINS OF FIRST CALLING CTR. WHEN I SET UP FOR BEST GLIDE SPD; I WAS ABLE TO MAKE IT TO THE LNDG STRIP LOCATED IN A REMOTE AREA. I DECIDED; DUE TO RPTED WIND AND THE CONFIGN OF THE STRIP; TO LAND TO THE E AND WAS COMMITTED TO DO SO. I DECIDED TO HOLD THE GEAR UP TILL SHORT FINAL TO BE SURE I WOULD MAKE THE RWY. AT A LOW ALT I NOTICED THE WIND SEEMED VERY STRONG AND OUT OF THE W GIVING ME A TAILWIND AND I ALSO WAS A LITTLE TOO FAST. I SELECTED GEAR DOWN BUT HAD ALREADY SHUT THE MASTER OFF AND I TOUCHED BRIEFLY ON THE RWY; GEAR UP; BUT AFTER THE FIRST BOUNCE I TURNED THE MASTER ON AND PUT THE GEAR DOWN BUT WAS UNABLE TO STOP AND WENT OFF THE E END OF THE STRIP. AS I EXITED THE RWY I SELECTED THE GEAR UP TO SAVE IT FROM THE ROUGH TERRAIN AND I SLID TO A STOP OFF THE END OF RWY. THE FORCED LNDG WAS AFFECTED BY THE FOLLOWING FACTORS: STRONG WIND AT GND LEVEL OPPOSITE DIRECTION FROM WHAT I HAD UNDERSTOOD CTR TO INFORM ME AND HAD PLANNED FOR. MY PREOCCUPATION WITH GETTING A PHONE NUMBER FROM CTR TO CALL AFTER LNDG. MY PREOCCUPATION WITH GETTING THE CALL SIGN OF AN OVERHEAD ACR TO RELAY TO CTR ABOUT MY SUCCESS OF THE LNDG ATTEMPT. MY BEING UNFAMILIAR WITH THE RWY CONDITION (WEEDS GROWING UP THROUGH IT). NOTE: MINOR DAMAGE SEEMS TO HAVE OCCURRED TO THE BELLY OF THE AIRPLANE.