PA-34 JUST OUT OF MAINTENANCE HAS LOW OIL PRESSURE ON NUMBER 2 ENGINE. PLT ELECTS TO DIVERT AND HAVE MAINTENANCE ASSESS SIT. IN THE HEAT OF BATTLE HE EXPERIENCES DIFFICULTY CONTROLLING ACFT ON THE GROUND.

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I WAS FLYING A PIPER SENECA AND DURING MY GAUGE SCAN I NOTICED THE #2 ENG SHOWED ABNORMALLY LOW OIL PRESSURE. I HAD JUST CHKED THE ENG TO CONTAIN 6 QUARTS OF OIL 2.8 FLT HRS BEFORE AND KNEW THAT SOMETHING WAS AMISS. DUE TO MY PROX TO THE ZZZ ARPT; I CHOSE TO MAKE A PRECAUTIONARY LNDG AND HAVE THE ENG LOOKED AT. I WAS FLYING APPROX 3200 FT AND ADVISED APCH OF MY DIVERSION AND THEY GAVE ME THE FREQ FOR ZZZ TWR. I ASKED TWR FOR EXPEDITED HANDLING AND WAS CLRED TO LAND ON RWY 28. AS I ROUNDED THE CLOUD THAT WAS BTWN MY POS AND THE ARPT; I LOOKED DOWN AND NOTICED WHAT LOOKED LIKE RWY 28. I PERFORMED MY GUMPS CHK AND LINED UP ON FINAL WHEN I NOTICED THAT IT WAS RWY 23. I ADVISED TWR THAT I WAS LINED UP ON THE WRONG RWY AND THE CTLR CLRED ME TO LAND ON RWY 23 BECAUSE THERE WAS NO WIND AT THE ARPT. I LANDED APPROX 1/3 THE WAY DOWN THE RWY BUT HAD REDUCED BRAKING EFFECTIVENESS DUE TO NEW PADS BEING INSTALLED ON THE AIRPLANE THE DAY BEFORE. THE PLANE ALSO HAD ASYMMETRIC BRAKING -- THE L BRAKE WAS MORE EFFECTIVE THAN THE R BRAKE; CAUSING ME TO VEER TO THE L EACH TIME I HIT THE BRAKES. I WAS ABLE TO STOP THE AIRPLANE ON THE RWY BUT WENT INTO THE OVERRUN AREA BY PUMPING THE L BRAKE AND USING FULL R RUDDER TO KEEP THE AIRPLANE ON THE RWY. I DID NOT KNOWINGLY HIT ANY TAXI LIGHTS BUT I DID NOTICE THAT THE R LNDG GEAR DOOR EXHIBITED SIGNS OF UNKNOWN DAMAGE. I TAXIED TO THE HOLDING AREA AND HAD A MECH LOOK AT THE AIRPLANE; WHICH HAD LOST 4 QUARTS OF OIL IN THE #2 ENG. THE ENG RAN NORMALLY DURING THE ENTIRE FLT BUT I TOOK THE THROTTLES TO IDLE ONCE I NOTICED THE LOW OIL PRESSURE; AND THE THROTTLES STAYED IN THE IDLE POS FOR THE REMAINDER OF THE FLT. THE ONE THING I WOULD HAVE DONE DIFFERENTLY IS TO VERIFY THAT I WAS LINED UP FOR RWY 28 AFTER HAVING THE ARPT IN SIGHT. WHEN I NOTICED THE OIL PRESSURE; I BELIEVED ENG FAILURE WAS IMMINENT AND WANTED TO GET THE AIRPLANE ON THE GND AS SOON AS PRACTICABLE; AND SEEING THE RWY NUMBERS FROM THE SKY I THOUGHT THAT RWY 23 LOOKED LIKE RWY 28. RWY 28 WAS TWICE AS LONG AND TWICE AS WIDE AS RWY 23. IT WOULD HAVE BEEN A BETTER RWY TO USE FOR AN EMER; AND I SHOULD HAVE VERIFIED IT BETTER. THIS LONG RWY WOULD HAVE NEGATED ANY NEGATIVE EFFECT FROM DIMINISHED BRAKING ACTION. AT THE END OF THE DAY; I BELIEVE I DID THE RIGHT ACTION IN GETTING THE AIRPLANE ON THE GND QUICKLY; POSSIBLY SAVING THE ENG FROM TOTAL FAILURE; BUT I CAME A LOT CLOSER TO RUNNING OFF THE END OF THE RWY THAN I EVER WANTED TO. IF THIS SITUATION HAPPENS AGAIN I WILL REQUEST ARPT INFO FROM THE TWR REGARDING THE LONGEST AVAILABLE RWY. MY COCKPIT WORKLOAD WAS VERY HIGH AND I DID NOT HAVE TIME TO DO A FULL ARPT BRIEFING FROM MY 'AD' ALTHOUGH IT WAS IN EASY REACH OF ME. I WANTED TO CONCENTRATE ON FLYING THE AIRPLANE.