DURING CROSSWIND LANDING ATTEMPT; C182 PILOT LOSES CONTROL RESULTING IN RWY EXCURSION WITH DAMAGE TO WING TIP AND PROPELLER.

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I WAS ESTABLISHED ON FINAL FOR RWY 16. FINAL APCH SPD WAS 65 KTS. AWOS WAS RPTING WIND 230 DEGS AT 8 KTS. UPON TOUCHDOWN THE AIRPLANE HAD A SLIGHT BOUNCE. I HELD THE NECESSARY PITCH ATTITUDE AND ADDED A LITTLE PWR (TO ARREST THE DSCNT AND KEEP THE AIRPLANE FROM LNDG HARD ON THE RWY). WHILE NOT TOTALLY CERTAIN; I BELIEVE WHEN I BOUNCED I DID NOT KEEP THE NECESSARY XWIND CORRECTION IN. THE R WING PICKED UP AND THE L WINGTIP STRUCK THE RWY. WHEN THIS HAPPENED; THE L MAIN AND NOSEWHEEL WERE BOTH IN CONTACT WITH THE RWY. THE L WING THEN RAISED WITH THE ENTIRE LOAD OF THE AIRPLANE WHEEL BARROWING ON THE NOSEWHEEL AND THE PROP MADE CONTACT WITH THE RWY. THE R MAIN CONTACTED THE RWY; THEN THE L MAIN AND THE PLANE EXITED THE L SIDE OF THE RWY AND CAME TO REST ABOUT 15-20 FT OFF THE EDGE OF THE RWY PAVEMENT ABOUT MIDFIELD. I HAVE THOUGHT ABOUT THIS SCENARIO MANY TIMES SINCE THE INCIDENT. I HAVE MADE MANY XWIND LNDGS IN MY 700+ HRS OF FLYING. THE ONLY OTHER THING I WOULD LIKE TO ADD IS THE POSSIBILITY OF A WIND SHIFT FROM 230 DEGS TO A QUARTERING TAILWIND. IT WOULD EXPLAIN THE PLANE'S LACK OF RESPONSE TO XWIND CORRECTION. IF THERE HAD BEEN A QUARTERING TAILWIND DURING THE FLARE; IN MY MIND; IT WOULD EXPLAIN THE WAY THE PLANE RESPONDED TO THE ATTEMPTED CTL INPUTS TO CORRECT FOR THE XWIND.