LOSS OF ACFT CTL ON LNDG PROC ROLLOUT XWIND LNDG. ACFT DAMAGED.

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ON SHORT FINAL APCH TO RWY 10 IN ROCHESTER; THE TWR RPTED THE WIND AS 040 DEGS AT 14 KTS. AS I BEGAN TO FLARE; WIND WAS RPTED TO AN ACFT FOLLOWING ME AS 020 DEGS AT 12 KTS. MY THINKING AT THE TIME WAS THAT THIS WAS THE SAME WIND CONDITION I HAD BEEN HANDLING SUCCESSFULLY AT LEDGEDALE. HOWEVER; IN RETROSPECT THE LARGE OPEN AREA AT THE MONROE COUNTY ARPT VERSUS SURROUNDING TREES AT LEDGEDALE PROBABLY RESULTED IN A SIGNIFICANTLY LARGER XWIND COMPONENT AT GND LEVEL. IF MY JUDGEMENT HAD BEEN BETTER; I WOULD HAVE GONE AROUND AND ASKED TO USE RWY 4; THE MAIN JET RWY; WHICH WAS CLOSELY ALIGNED WITH THE WIND. ON ROLLOUT; THE AIRPLANE INITIALLY SWERVED FAIRLY GENTLY TO THE R; WHICH I CORRECTED WITH PRESSURE ON THE L RUDDER PEDAL. THERE FOLLOWED A SERIES OF INCREASINGLY LARGER SWERVES CULMINATING IN A 90 DEG SEMI-GND LOOP TO THE L (INTO THE WIND). AT ONE POINT; I FELT THE AIRPLANE ON THE VERGE OF TIPPING AND CATCHING THE R WING; BUT IT NEVER DID ACTUALLY DO SO. AS THE ACFT SLOWED; NOW HDG N THROUGH THE GRASS N OF THE RWY AND ADJACENT TO THE W EDGE OF TXWY D; I COULD SEE I WAS HEADED DIRECTLY TOWARD A TXWY LIGHT; BUT I WAS UNABLE TO CHANGE THE ACFT'S COURSE AWAY FROM IT. THE TWR CTLR CALLED AND ASKED WHY I HAD TURNED L OFF THE RWY INTO THE GRASS; APPARENTLY THINKING I HAD DONE SO DELIBERATELY. THE ENSUING RADIO CONVERSATION WAS DIFFICULT; FRUSTRATING; AND PREVENTED ME FROM THINKING CLRLY ABOUT HOW PROPERLY TO DEAL WITH THE SIT. THE CTLR DID NOT UNDERSTAND THE TERM 'GND LOOP' WHICH I FIRST USED TO DESCRIBE THE SIT; AND I GOT THE IMPRESSION SHE FELT I WAS DESCRIBING SOME SORT OF DELIBERATE; SHOW-OFF MANEUVER. EVENTUALLY; I GOT HER TO UNDERSTAND THAT I HAD NOT DONE THE MANEUVER INTENTIONALLY; DID NOT WANT TO BE THERE; AND WOULD BE ABLE TO TAXI THE ACFT. THE CTLR THEN CLRED ME TO TAXI TO THE S RAMP. I WAS CONCERNED THAT THERE MIGHT BE A TAXI LIGHT IN THE WAY; TOO CLOSE TO THE ACFT FOR ME TO SEE; SO I SLOWLY AND CAUTIOUSLY TURNED THE AIRPLANE AGAINST A LOCKED R BRAKE TOWARD ADJACENT TXWY D. SHE STATED THAT I HAD BEEN TOLD TO HOLD SHORT OF RWY 10; ALTHOUGH I HAD NEVER PREVIOUSLY UNDERSTOOD THAT; AND THAT I SHOULD CALL GND CTL. I WAS THEN CLRED (AGAIN) TO TAXI TO THE S RAMP. AFTER TYING DOWN THE ACFT; I LOOKED CLOSELY FOR ANY DAMAGE TO THE PROP; LNDG GEAR; AND WINGS; BUT FOUND NONE. AFTER I ARRIVED HOME THE FBO OWNER CALLED AND SAID HE HAD BEEN CONTACTED BY THE TWR AND HAD FOUND A TEAR IN THE FABRIC OF THE ACFT BELLY; AND THAT I HAD IN FACT BROKEN A TXWY LIGHT. I SHOULD HAVE ENSURED THAT I HAD CURRENT ROCHESTER WIND DATA MUCH EARLIER IN THE RETURN FLT. SINCE I WAS HAVING TROUBLE WITH THE COM RECEIVER; I WAS TRYING UNSUCCESSFULLY TO MONITOR THE APCH CTL FREQ AND THE ATIS; AND I NEVER GOT USABLE INFO FROM THE ATIS. I BELIEVE THE CTLR SHOULD HAVE RECOGNIZED THE GND LOOP AS THE UNINTENTIONAL INCIDENT THAT IT WAS; AND ALLOWED OR EVEN ENCOURAGED ME TO TAKE THE TIME NECESSARY TO COLLECT MY THOUGHTS AND PROPERLY ASSESS THE SIT BEFORE MOVING THE ACFT.