RWY EXCURSION AFTER LNDG.

Narrative

AFTER LNDG ON RWY 28 AT APA AND THE PLANE WAS DECELERATING AND THE ACFT BEGINNING VEERING TO THE R OF THE CTRLINE EVEN WITH FULL L DEFLECT OF THE RUDDER. I BEGAN APPLYING L BRAKING AND THE ACFT STILL CONTINUED TO DRIFT TO THE R. AT THIS POINT I WAS APCHING THE TXWY MARKER AS IT WAS EVIDENT THE PLANE COULD NOT BE PUT BACK ON THE RWY; I HAD TO APPLY BOTH BRAKES TO PREVENT HITTING THE MARKER. THE MARKER IS A LIGHTED STANDARD SIZE. WHEN THE R BRAKE WAS APPLIED THE ACFT TURNED IMMEDIATELY TO THE R; AND OFF THE RWY BEFORE TXWY C-2. THE ACFT STOPPED APPROX 8-10 FT OFF THE SIDE OF THE RWY. IN THE PROCESS I BROKE A LENS COVER ON ONE OF THE WHITE RWY LIGHTS. AT THE TIME OF THE ACCIDENT THE WIND WAS RPTED 13 KTS; AT 360. HOWEVER; ON SHORT FINAL; I LOST 10-12 KTS AIRSPD AND ENCOUNTERED A HIGH SINK RATE APPROX 30-40 FT ABOVE THE GND. I APPLIED ALMOST FULL PWR AND TOUCH WAS SMOOTH; BUT MY GND SPD WAS HIGH. I WAS LNDG WITH A R QUARTERING HEADWIND. I APPLIED R AILERON; BUT I BELIEVE A WIND SHEAR CONDITION EXISTED AT GND LEVEL DUE TO LOSS OF LIFT ON SHORT FINAL AND BY APPLYING R AILERON THE L BRAKE WAS LARGELY INEFFECTIVE; DUE TO THE WIND SHIFT TO A QUARTERING (L) TAILWIND THE ACFT VEERED TO THE R. THERE WERE TSTMS N OF THE FIELD. SUPPLEMENTAL INFO FROM ACN 274224: I THINK THE PROB COULD HAVE BEEN AVOIDED IF THE PLT HAD RECOGNIZED THE POTENTIAL FOR WIND SHEAR AND HAD POSSIBLY BEEN WARNED BY ATC. IF THE PLT HAD NOT CHOSEN RWY 28 TO LAND ON AND HAD CONTINUED FOR RWY 35R WHICH WAS MUCH WIDER HE WOULD HAVE HAD A BETTER CHANCE OF AVOIDING THE PROB.