COLUMBIA 400 PLT EXPERIENCES A RUNWAY EXCURSION AND SUBSEQUENT ACFT DAMAGE.

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THE FLT PROCEEDED NORMALLY THROUGH A COMBINATION OF VMC AND IMC. AS I APCHED ZZZ I PICKED UP ATIS INFO; RECORDED 25 MINS PRIOR; WHICH RPTED WINDS FROM 310 DEGS AT 9 KTS GUSTING TO 15 KTS; 10 MI VISIBILITY; A FEW CLOUDS AT 9500 FT; AND ALTIMETER 29.63 AND WAS CLRED BY APCH CTL FOR THE VISUAL APCH TO RWY 27L. SUBSEQUENTLY; ZZZ TWR CLRED ME TO LAND RWY 27L; AND WHEN ABOUT 1.5 MI OUT ON FINAL; I ASKED FOR A WIND CHK; WHICH THE TWR RPTED AS FROM 300 DEGS AT 20 KTS WITH NO MENTION OF GUSTS. I CONVERTED THAT IN MY HEAD TO A 10 KT XWIND COMPONENT AND 14 KT HEADWIND COMPONENT; CROSSED THE RWY THRESHOLD WITH FULL FLAPS AT AN INDICATED AIRSPD OF 95-100 KTS AND GND SPD OF 80-85 KTS; TOUCHED DOWN NORMALLY AT WHAT I WOULD ESTIMATE TO BE 1000 FT DOWN THE 5004 FT RWY ON THE CTRLINE. DURING THE FLARE TO TOUCHDOWN; I EXPERIENCED WHAT I WOULD DESCRIBE AS NORMAL GND EFFECT TURB; GIVEN THE RPTED WIND CONDITIONS; AND I FOCUSED ON MAINTAINING THE CTRLINE AND ALLOWING AIRSPD TO BLEED OFF TO LAND SMOOTHLY. IMMEDIATELY UPON TOUCHDOWN; THE AIRPLANE BEGAN VEERING ABOUT 20 DEGS TO THE L AND I FELT THAT WE WERE ROLLING OUT AT A HIGHER THAN NORMAL SPD. DUE TO THE SPD; I WAS RELUCTANT TO APPLY BRAKES IMMEDIATELY AND TRIED TO CORRECT WITH R RUDDER ONLY. IN A MATTER OF ONLY A FEW SECONDS; I DETERMINED THAT MORE AGGRESSIVE CORRECTION WAS UNSAFE AND INSTEAD DECIDED TO EXIT THE RWY INTO THE GRASSY AREA BTWN THE RWY AND THE ARPT RAMP AREA; WHICH I WOULD ESTIMATE TO BE 150-200 FT WIDE. IN THE PROCESS OF DOING SO; THE L WING STRUCK A RWY LIGHT AND THEN THE 3000 FT REMAINING SIGN. THE TWR THEN CALLED AND ASKED IF EVERYONE WAS ALRIGHT AND WHETHER I WANTED TO STOP THE AIRPLANE AND HAVE IT TOWED. BY NOW THE AIRPLANE HAD SLOWED DOWN; I HAD REVERTED TO SOFT FIELD TECHNIQUES; CONTINUED TO TAXI THE AIRPLANE TO THE NEXT PAVED TXWY/RWY EXIT; TAXIED THE AIRPLANE TO THE RAMP AND PERFORMED A NORMAL SHUTDOWN. THERE WERE NO INJURIES AT ALL TO EITHER MYSELF OR MY SON. DAMAGE TO THE AIRPLANE WAS CONFINED TO THE L WING AND L WHEEL PANT. FOLLOWING SHUTDOWN; A VERY SLOW LEAK OF FUEL WAS DETECTED FROM THE L WING (LITERALLY DROPLETS; NOT A STREAM) AND THE LINE CREW DRAINED THE REMAINING FUEL FROM THE L FUEL TANK.