LANCAIR 235 PILOT REPORTS RWY EXCURSION AFTER LANDING AT HIGH DENSITY ALTITUDE ARPT.

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APCHING THE ZZZ1 AREA; I CHKED THE ASOS AT ZZZ1 THEN CANCELED FLT FOLLOWING WHEN ZZZ WAS IN SIGHT. SELF-ANNOUNCED ON 122.8 AND HEARD NO OTHER RADIO TFC IN THE AREA. THE NEARBY ZZZ1 ARPT CTAF USES 122.8; AND I HAD JUST LOOKED AT THAT ON THE SECTIONAL. I DID NOT NOTICE THAT ZZZ FREQ IS NOT SHOWN ON THE SECTIONAL CHART. THE CORRECT FREQ FOR ZZZ IS 123.3. DID NOT CHK AFD OR AOPA DIRECTORY FOR PROPER FREQ; AND DID NOT NOTICE THE ERROR UNTIL AFTER LNDG. WE ARRIVED OVER ZZZ AT ABOUT XA00. AT THIS TIME; BOTH WING TANKS WERE EMPTY; AND THERE WAS ABOUT 8 GALS REMAINING IN THE NOSE TANK. THIS GAVE A RESERVE OF ABOUT 1 HR. GROSS WT IS ESTIMATED AT 1400 LBS AT THE TIME OF ARR. WITH NO ADVISORIES FROM ZZZ; PERFORMED A LOW APCH TO RWY 25 TO OBSERVE WINDSOCKS AND VERIFY NO DEER OR OTHER OBSTRUCTIONS ON RWY. THE WINDSOCK AT THE E END OF THE RWY SHOWED LESS THAN 5 KTS FROM THE NW. I SELECTED RWY 25 FOR LNDG AND CLBED IN A R TURN TO JOIN THE DOWNWIND FOR L TFC RWY 25 AT ABOUT 1000 FT AGL. AT 120 KIAS; GEAR WERE EXTENDED; AND AT 100 KIAS THE FLAPS WERE DEPLOYED. CONTINUED TO SELF-ANNOUNCE ON 122.8. LATER LEARNED THAT A PLT ON THE GND AT ZZZ CALLED ON 123.3 TO RECOMMEND RWY 7 AS THE TOUCHDOWN AREA IS UPHILL. I REMEMBERED FROM PREVIOUS VISITS TO ZZZ THAT RWY 7/25 IS PEAKED IN THE MIDDLE AND SLOPES DOWNHILL TO BOTH ENDS. ACTUALLY; THE RWY 25 ARR END IS NEAR FLAT; AND THE SLOPE IS SUBSTANTIALLY DOWNHILL TOWARDS THE W END. ON THE FIRST LNDG APCH; I ARRIVED OVER THE 25 NUMBERS AT ABOUT 100 FT AGL AND ABOUT 100 KIAS. RECOGNIZING THIS AS TOO HIGH AND TOO FAST; I PUSHED THE THROTTLE IN TO GAR. THE CLB SEEMED SLOW AT ABOUT 500 FPM. ON XWIND; I CHKED GEAR UP; FLAPS UP; FULL THROTTLE; MIXTURE SET FOR MAX PWR. RECOGNIZED THE SLOW CLB AS DUE TO HIGH DENSITY ALT AND HOT OUTSIDE TEMPS. WARM AIR WAS NOTED FROM THE CABIN VENTS; BUT I DID NOT CHK THE THERMOMETER AND CALCULATE DENSITY ALT. I DID ESTIMATE DENSITY ALT AT ABOUT 5000 FT; BUT ACTUAL WAS CLOSER TO 6000 FT. IN RETROSPECT; THE HIGH DECISION ALT AND A POSSIBLE TAILWIND ON FINAL CONTRIBUTED TO MY ARRIVING OVER THE NUMBERS TOO HIGH AND TOO FAST. I EXTENDED THE DOWNWIND A LITTLE FURTHER FOR A SECOND LNDG ATTEMPT AND STILL HAD TO SLIP WITH FULL FLAPS TO GET DOWN TO 50-100 FT AGL AND 80 KIAS AT THE THRESHOLD. AT THIS POINT; I THOUGHT TO MYSELF THAT I MIGHT HAVE TO GO AROUND AGAIN; AND INDEED I SHOULD HAVE. INSTEAD; I CONTINUED THE APCH TO TOUCHDOWN SMOOTHLY ABOUT 1000 FT DOWN THE RWY; WHERE THE RWY IS ALREADY BEGINNING TO SLOPE DOWNWARD. AS IS MY USUAL PROC; I IMMEDIATELY RAISED THE FLAPS ON TOUCHDOWN; APPLIED AFT STICK; AND BEGAN WHEEL BRAKING. AT ABOUT 300 FT FROM THE END OF THE RWY; THE SLOPE INCREASES AND I COULD SEE FROM THAT POINT THAT THE END OF THE RWY WAS COMING UP AND I WOULD NOT BE STOPPED IN TIME. IT WAS TOO LATE TO CONSIDER LIFTING OFF AGAIN. APCHING THE LAST TXWY ON THE R; I PARTIALLY RELEASED THE L BRAKES TO SKID TO THE R. AS THE ACFT YAWED R; BUT TIRES WERE SKIDDING AND LEAVING BLACK TRAILS ON THE RWY SURFACE. I SLID OFF THE RWY PAVEMENT AT THE JUNCTION WITH THE TXWY ENTRANCE. THE NOSE DROPPED DOWN A SHORT STEEP ROCKY EMBANKMENT; AND THE ACFT CAME TO A RAPID STOP ABOUT 20 FT R OF THE RWY AND 20 FT BEYOND THE TXWY. I CHKED THAT MY PAX WAS UNINJURED AS I SHUT OFF THE MASTER SWITCH; IGNITION; AND FUEL SELECTOR. WE QUICKLY OPENED THE CANOPY AND EXITED THE PLANE. WITHIN A FEW SECONDS AIRPARK RESIDENTS ARRIVED TO CHK ON OUR CONDITION; AND TELEPHONED EMER SVCS.